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The third-generation Lexus IS arrives for the 2021 model year with development miles accrued at a new technical center in Japan, including a 3.3-mile track. Furthermore Lexus widened the front track and worked to reduce the car's un-sprung mass with bolt hubs replacing studs as well as lighter-weight springs and suspension arms. That means it comes with more sport sedan street cred. But you have to look in the right place to find it.
That’s because the IS sold in the U.S. comes in two models, IS 300 and IS 350 F Sport, with three engines, two transmissions, and two drivetrains. And that combination of kit is split in an atypical way to give you four different configurations to choose from.

It starts with the IS 300 rear-wheel-drive (RWD). It has a 2.0-liter turbocharged inline-four producing 241 hp between 5,200 – 5,800 rpm and 258 lb-ft of torque between 1,650 – 4,400 rpm. An eight-speed automatic transmission bolts on and sends power to the rear, 18-inch wheels. The IS 300 starts at $40,025.

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The 2021 Lexus IS 350 F Sport in profile LEXUSIf you stick with an IS 300, but want all-wheel-drive (AWD), you get a different engine and transmission. It’s a naturally aspirated 3.5-liter V6 peaking at 260 horsepower at 6,600 rpm and 236 lb-ft of torque between 2,000 – 4,800 rpm. But going AWD also reduces forward gears from eight to six. Doing so also raises the base price $2k to $42,025.

Moving up to an IS 350 now means you also automatically move up to the F Sport. In other words, the F-Sport is only offered on the IS 350 and also the only way one can get an IS 350. So you get a sportier look including 19-inch wheels, different front and rear bumpers, and a spoiler. Moreover, you also get a different steering wheel that’s heated as well as more adjustable and heavily bolstered heated and ventilated front seats.

The least expensive IS 350 F Sport is the RWD model. It comes with yet a different engine. While still a naturally aspirated 3.5-liter V6, it is tuned to produce 311 hp at 6,600 rpm and 280 lb-ft of torque at 4,800 rpm, though you need premium gas to achieve those numbers. It costs $43,925.
The final configuration is, logically enough, the IS 350 F Sport AWD. In it, you get the more powerful of the two V6s, but the same six-speed transmission as the IS 300 AWD. This is what causes a small anomaly. Usually cars equipped with AWD have RWD beat in off-the-line acceleration and reach 60 mph first. Not here. The IS 350 RWD hits 60 mph in 5.6 seconds, the AWD, 5.7. Regardless, this model starts at $45,925.

But to truly reap the rewards of a wider front track and less un-sprung mass to chuck around, not to mention forcing the front brake ducts to earn their share of front bumper space, you need to add the Dynamic Handling Package. Doing so adds $4,200 to the price tag—$3,800 for AWD models—but adds adjustable dampers, four pounds per corner lighter 19-inch BBS wheels, and more drive modes, including a Sport plus setting.

And, really, you need to get the RWD IS 350 F Sport because that is the only way for the Handling Package to include a Torsen limited slip rear differential and summer performance tires. If you’re thinking about track time in a Lexus, this is really your only option here. And, honestly, $48,125 for said car is totally competitive in today’s market. More on that in a minute.

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A look inside the Lexus IS LEXUSSo, yeah, it’s an odd combination of ways to configure a car trying to be a traditional sports sedan. And when I got behind the wheel of an IS 350 AWD without the dynamic handling package, I came away feeling it’s the wrong choice for enthusiasts.

There are several positives, including the sonorous sound from naturally aspirated six-cylinders, an increasingly rare delight these days. You also sit in supportive seats and show off a generally pleasing sport-sedan look. But you also only get six-speeds to work with in the transmission, so the engine has to work harder than you think it should these days.

“What?! Why is the engine dropping more than a 1,000 revs below power peak?”

Handling is a bit of a mixed bag, too. The IS generally behaves well. Steering is precise and feel is actually better than expected, thank you new test track, but grip from the all-season rubber is pretty darn low. Furthermore, the body rolled into corners enough to liken it to a Lexus ES.

You do have different drive modes, but you don’t have adjustable dampers, so going into sport drive mode speeds up shifts and weights up the steering a bit, but little else. And with AWD, I got no help increasing the fun from the powertrain, either. Even with a heavy right foot, the rear end would not budge, not even a little. Believe me, I tried. Ultimately, I came away a bit underwhelmed.
That was true of driver comfort as well. It’s actually quite comfortable save for one issue. In the middle of the driver’s side foot well is this odd hump coming out of the transmission tunnel. It’s just big enough to disturb you while driving. It’s not in the way of your leg to work the pedals or anything, but as you apply throttle—especially in a corner—your calf feels pressure against it. It’s unsettling. I imagine if you bought one, you’d get used to it, but I’d be much happier if it wasn’t there.

It’s not there on RWD IS models. And after getting the chance to drive this proper IS sports sedan variant, I very much appreciate its absence. First of all, my throttle pedal is free from any disturbance, just as it should be. Then there’s the massive difference the eight-speed transmission makes, especially in sport plus mode. You can now exit out of corners with real vigor, staying closer to the V6’s performance sweet spot and sweet engine note as well. This V6 is a darling of a motor and the eight-speed box compliments that much better than the AWD’s six-speed.

Chassis balance improves as well. You have less resistance to initial turn-in and greater ease sticking the nose precisely where you want it. And while the rear-end stays stable with spirited driving, thanks to the Torsen differential you can now coax it to wiggle around with a heavy boot of throttle. Though even with adjustable dampers in their sportiest setting, the IS would benefit from a stiffer suspension, as there is still more body roll than necessary. That said, you are going to like the performance rubber and love the lightweight BBS wheels. They likely play an important role in improving the feel and willingness of the front-end.

In the context of all the added athleticism, the brakes are a minor disappointment. There’s more than ideal pedal travel before you get initial bite of the brakes and they continue to feel squishy with even more pedal travel as you ask for more stopping power. There’s nothing bad here, just not as good as the best systems out there.

On the plus side, the steering rack is nice and fast. Steering assistance is nicely weighted, which makes it easy to be precise with the wheel and make minute adjustments on the fly. Steering feel isn’t great, but the rest of the car communicates well, giving you a good sense of available remaining grip. And, if you prefer numbers, you get a g meter to glance at as you accelerate, brake and corner.

And everyone can appreciate the cool styling. The IS stands low and wide and generally looks sharp. Both the front and rear wheel arches flare out wide. When looking in profile, you see a strong crease in the metal extends at a 45-degree angle from the middle bottom of the rear door to meet the top of the rear wheel well. Nice.

Some people find the front grille more appetizing than others, but the daytime running lights now rest above the headlights and form a check-mark shape, which I like. The rear is the busiest part. There’s this Tupperware lid shape on top, it gives a wide perch for the taillights and a narrow one for the spoiler. But all praise the true, legit dual exhaust pipes. They are a big plus.
Inside, I appreciate the flexibility of the 60/40 split folding rear seats for cargo and the dual-climate control to mitigate fights over temperature. Standard equipment for infotainment duties is an eight-inch center console display, but feel free to upgrade to a 10.3-inch widescreen instead. Either way you get Apple Carplay and Android Auto connectivity.

And, of course there’s new safety tech. It’s got a new name, too: Lexus Safety System plus 2.5. It adds to the list of usual safety systems new features like daytime bicycle detection and intersection turning assist. This is, of course, in addition to your now usual automatic emergency braking and adaptive cruise control.
This content is imported from {embed-name}. You may be able to find the same content in another format, or you may be able to find more information, at their web site.Considering the 2021 Lexus IS price it’s easy to see the practical value in this car. But it is highly dependent on powertrain selection to connect to it emotionally. A car needs to speak to you and listen as well. And the IS 350 F Sport AWD simply does not, but the RWD does. When you consider the very competitive price, the Lexus IS 350 F Sport is a compelling option for a sports sedan.

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Lexus's familiar 5.0-liter V-8 engine has returned to the IS sports sedan, this time in the form of the new 2022 IS500 F Sport Performance model. Although the company is not calling it a full F model this time around, the IS500 reminds us of the original IS F. That car, which first appeared in 2008, had this same naturally aspirated V-8, bulging hood, and overall stance.

This time around, the V-8 produces 472 horsepower and 395 pound-feet of torque, the same as in the RC F coupe. Rear-wheel drive and an eight-speed automatic transmission are standard. The IS500 has the same limited-slip differential and adaptive dampers that are optional on the V-6–powered IS350 F Sport. The IS500's brakes are slightly larger, and the 19-inch wheels are exclusive to this model and claim to be lighter than the IS350 F Sport's wheels. Overall curb weight is up by a claimed 143 pounds over the V-6 car.

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