Called the Advanced Parking Guidance System, this $500 option on the fourth generation, redesigned, 2007 Lexus LS 460 sedan, is an automotive “first.”

I got to drive the LS 460 and experience the system at a press preview last August in San Francisco, and then again locally just recently. You would think with parking spots being primarily head-in, there’s not much need for this system outside of congested city areas, but I found more local places to try this out than you might imagine.

The system works like this: The driver positions the LS adjacent to the desired parking spot via guides on the dashboard navigation screen. The system utilizes the backup camera, sonar parking sensors and the power steering system to automatically guide the car into the spot. The driver controls speed with the brake pedal.

A fair amount of room is needed behind the LS to automatically steer itself into the space. Programming the parallel parking feature can be intimidating the first time, shouldn’t be done hurriedly, and takes a few minutes. But it’s still pretty cool — and it actually works.

Mercedes offers a similar feature on its flagship 2007 S-Class sedan, but it requires more driver involvement.

The new Lexus LS 460 also is offered in the first long-wheelbase version, the 460 L, which was our test vehicle. It’s 202.8 inches long overall, verses 198 inches for the standard model — which is pretty long itself. The “L” trim level has a 121.7-inch wheelbase, which allows significantly increased rear-seat room, while the regular length version’s wheelbase is 116.9 inches.

Walkaround: The 2007 LS 460 is the first LS with any really significant styling character. It’s slightly longer, lower, wider and more aggressive looking than previous versions.

As is the standard for Lexus, fit and finish are absolutely superb, with paint that is virtually show-car quality. There is almost no wind noise and fuel economy is enhanced because the LS is so aerodynamically slick that it has a drag coefficient of .26 — astonishingly low, especially when a .30 reading is considered good for a sports car.

Interior: As usual, all the grain-matched wood and leather interior materials are of unparalleled quality, with the heated, leather-wrapped steering wheel having a comfortable kid-glove feel to it. Seating is as comfortable as your easy chair, yet supportive and non-fatiguing.

The 2007 LS also offers lots of new technology, such as the optional 4-zone climate control that utilizes infrared sensors in the headliner to measure rear-seat occupant body temperature, along with numerous powered sunshades. There’s also a 30-gig hard drive (storage for 2,000 music files) and MP3 and iPod compatibility.

The technology is pretty intuitive, useful, and not overdone. For example, both the inboard and outboard headlights swivel in the direction of a turn, and a completely optioned LS has a so many surround-sound speakers, not to mention airbags, it’s easy to lose count.

Under The Hood: The LS delivers exceptionally strong, seemingly effortless acceleration via its 4.6-liter, 4-cam, 32-valve V8 that puts 380 ponies to the pavement. It’s the first all-new LS V8 since the car debuted in 1989, and features a dual fuel injection system with both port and direct injection, as well as electronically controlled intake valve timing.

This smooth, quiet V8 does the 0-60 drill in 5.4 seconds, with mileage rated at 18/Highway and 27/city — astonishing for a car this size weighing 4,332 pounds. Unsurprisingly, premium fuel is required.

The powerplant is married to the world’s first production 8-speed automatic transmission. It shifts so smoothly if you didn’t know better, you might think it was a continuously variable transmission.

Behind The Wheel: Steering and handling are excellent for a car this big, with ride quality exceptionally quiet and near limousine quality.

The Vehicle Dynamics Integrated Management stability system integrates a new electronically controlled brake system, electronic power steering, vehicle stability control, anti-lock braking system and electronic brake force distribution.

While a new front and rear multi-link steel-spring suspension is standard, our test vehicle was equipped with the optional Touring package which features a sport-tuned air suspension and large 19-inch (vs. standard 18-inch wheels). The difference is flatter cornering and crisper handling. The package also provides variable gear ratio steering and brakes with larger rotors for superior stops during hard driving.

The optional electric power steering system eliminates a hydraulic system’s weight and complexity, and provides a natural effort level — something not common to all electric steering systems.

Whines: While assuming the sportier persona Lexus craves, the new LS still doesn’t stray too far from the Japanese luxury car herd because radical styling changes might tempt loyal Lexus owners to look elsewhere.

Bottom Line: For as beautiful and technically sophisticated as the LS 460 is, it doesn’t sing that siren’s song to driving enthusiasts. Rather, it’s more for practical, upscale luxury sedan buyers desiring solid, reliable, albeit opulent and prestigious transportation.

The regular-length LS goes for $61,000, the long version $10,000 more. Our fully loaded test LS 460L stickered at $85,720. Anticipate higher pricing for the gas-elecric hybrid version of the LS 460 arriving next year — the first vehicle with a full hybrid V8 powertrain.