There is nothing in the world like the Lexus LFA. It is more special and intriguing than the 458 and demonstrates an extraordinary level of passion and commitment. Bespoke and limited edition, it is also a genuine supercar that can scare the pants off you. This is mainly thanks to it's extraordinary 552bhp 4.8-litre V10 that does everything a Carrera GT's does and then goes completely mad as it closes in on 9000rpm. Its uncompromising ride adds to the challenge, and it was generally agreed that it would have been a bit of a handful up on the moors,
but we were beguiled. "It's a beautiful thing, all the details, and it has the integrity and functionality of a Lexus. Feels like a step up from everything else here," said Meaden. "Very, very special," said Metcalfe. Thank you, Lexus.

Dinner is enlivened by the arrival of editor Nick Trott, Harry Metcalfe, Chris Harris and Dickie Meaden who between them have brought the GT3 RS, Gallardo Superleggera and, most precious of all, the Lexus LFA. The LFA will be gone before lunchtime tomorrow so those that haven't yet sampled it need to make sure they don't miss out.

The buzz around the table is that it's a bit special. 'It's a stunning achievement,' says Metcalfe. 'I just wish it was cheaper.' Trott is equally smitten: 'It's a huge surprise. It isn't a soulless, tech-laden Japanese sports car but a true reflection of what Toyota and Lexus engineers can achieve with an absurd budget and a seemingly endless amount of time.'

When they've had a go, Catchpole and Green seem to be under the spell, too. 'It takes a while to get your head round it, to dial in,' says Green. 'You have to calibrate to it, ratchet up. It's a proper supercar -- you don't **** around with it, but it's absolutely mega.'

'You don't feel your way up to the limit,' says Henry, 'you push, find it and then have to remember where it is. You drive it from knowledge rather than feel. The engine gives you so much all of the time. It's not just nuts up there between 8500-9500rpm -- though it is amazing up there -- but all the way from tickover to redline. The gearbox isn't great but, hey.

It's late by the time I get the key. The LFA looks amazing: heavily haunched, low-slung and intriguingly detailed. Gripped by the excellent seat and the odd, padded seatbelt, I press the starter button and the V10 blares but not too loudly. After the fast, seamless shifts of the Ferrari's twin-clutch 'box, the shifts of the LFA's single-clutch automated manual are slow, clumsy. And bloody hell, the ride's hard. Even pottering it feels like there's not much grip, which looks risky with a 9000rpm redline engine that feels edgy, as if it might go off like a firework. It's properly intimidating, like a supercar should be.

Use the paddles and the gearbox is OK, the big upshift pauses adding drama and giving you time to consider your actions -- just as well on slick surfaces like this. I ponder taking traction control off but decide against it. Good move. A kilometre later I go for an overtake and the V10 gets all screamy halfway past the truck and suddenly there's a dab of oppo needed before the electronics jump in. And yet a wet second-gear corner is irresistible; this is a front-engined, rear-drive car, after all. The LFA takes an angle and holds it calmly, serenely even.

Lexus makes a supercar? You betcha. If it wasn't so late, I'd just keep on driving.