Review of the Lexus IS 500 F Sport Performance Premium 2023

Photo credit: Mike Schlee

love it	leave it
Gentle V8 power	transmission
cost point	Would you like more engine sound?
comfort	There is a lack of driving experience

Remember when it was the norm to find a growling naturally aspirated V8 in a small luxury sedan? It really wasn’t that long ago. In 2009, the BMW M3, Audi S4 and Mercedes-Benz C 63 AMG all arrived with stunning eight-cylinder splendour. In the last 15 years, however, the trend towards downsizing with electrical and/or mechanical boosts has replaced these high-capacity engines.

But there is still resistance. The only sedan to proudly wave the naturally aspirated V8 flag even when everyone else has abandoned it. This car is a 2023 Lexus IS 500 F Sport Performance.

Under the hood is a 5.0-liter V8 that comes to life with a subtle burble. It produces 472 hp and 395 lb-ft of torque, is mated to an eight-speed automatic transmission, and sends power exclusively to the rear wheels. Like most luxury sedans, the IS 500 has driving modes such as ECO, Normal, Sport S, Sport S+ and Custom.

The engine is smooth, with a silky, linear power delivery that only a naturally aspirated V8 can match. Hit the gas from a standstill and it hits 60 mph in 4.4 seconds. That’s really fast, but a BMW M3 with similar performance does it a little quicker at 4.1 seconds. At a similar curb weight of 1,765 kg (3,891 lbs), most of the Lexus’ deficit is due to the transmission.

Although upshifts are quick enough with the eight-speed automatic, there’s still a slight delay between shifts. It’s even more pronounced when downshifting, as the transmission tends to stall between gears. Regardless of driving mode or when using the steering wheel-mounted paddle shifters, the IS 500 never downshifts quickly. This detracts from the car’s sporty character, as the large V8 isn’t as satisfactorily available when braking.

The accompanying V8 growl when downshifting cannot be heard either. There’s no barking or roaring as the engine decelerates at higher revs.

When you step on the gas, the engine makes a throaty, noisy sound above 3,000 rpm that is really delightful. But below 3,000 rpm it is almost silent. It’s kind of an all-or-nothing situation depending on which side of 3K the car is on. The driving modes also have no influence on this.

We wish there was a way to increase engine noise at lower revs. Driving above 3,000 rpm with enough aggressiveness to hear the sweet spot is neither sustainable nor comfortable when driving around town. We wish the IS 500 had a more distinctive engine sound like its bigger brother, the LC 500, which is audibly one of the most popular V8 cars.

As for fuel economy, the official ratings are what to expect from a powerful sedan like this. In the city, fuel consumption of the IS 500 is 14.1 l/100 km (17 mpg), while consumption on the highway is decent at 9.3 l/100 km (25 mpg).

The current Lexus IS is now in its 9th model year and not just a leftover under the hood in many ways. Inside there are many reminders that this car is almost a decade old. It uses the much-lamented Lexus touchpad, still features the once-ubiquitous steering wheel-mounted cruise control lever, and there’s even a dash-mounted CD player.

With 38.2 inches (970mm) of headroom and 44.8 inches (1,138mm) of legroom, there’s more than enough front room for most adults. It’s a little tighter at the back, with just 935 mm (36.9 in) of headroom and 818 mm (32.2 in) of legroom. But those numbers are a bit deceptive, as there’s a lot more usable space back there than the numbers suggest. The IS 500 can easily accommodate four adults, and with good comfort.

Speaking of comfort, the front seats are gorgeous. While it’s not real leather, the NuLuxe material is soft, smooth, and comfortable. The red interior of our test vehicle makes for a really bright vibe and adds some flair to what is arguably dated design.

Technically, almost everything you can expect from this class is there. There is dual-zone climate control, a heated steering wheel, an electrically adjustable telescopic steering wheel, a sunroof, rain-sensing wipers, a 10.3-inch infotainment screen and heated, ventilated and electrically operated front seats.

The only modern convenience that we really missed was the lack of a wireless charging pad. The 17-speaker, 1,800-watt Mark Levinson stereo speaker made up for that, though. This also applies to the sliding circuit display of the car. Even after all these years, it’s still a gimmick that puts a smile on our faces.

Mechanical grip and driving comfort

As the name suggests, the car features F-Sport-tuned adaptive suspension, which is an improvement over smaller IS models. It features a double wishbone front construction and Yamaha performance rear shocks. Not only is the IS 500 a suspension upgrade, it also features a Torsen limited-slip rear differential, as well as large 14.0-inch front brake discs and 12.7-inch rear brake discs.

There is also a choice of wheels and tires for the car. 19″ Enkie wheels are standard, with an optional set of 19″ BBS wheels. Both come standard with 235/40R19 all-season tires at the front and 265/35R19 all-season tires at the rear. Both can also be upgraded to summer tires for an additional cost.

For a performance-focused suspension and chassis setup, the IS 500’s smoothness and comfort are incredible. We can feel the family genes of the buttery smooth setup in the full LS 600h.

Despite the smooth handling, the mechanical grip is still what you would expect from a car with sporting aspirations. It all works well to offer plenty of bite during aggressive cornering. But it lacks the feel and reflexes of a car like the BMW M340i. Feedback is minimal and although the rider will gobble up the tarmac in a hurry, they don’t get the same reward for riding hard.

At 187.3 inches (4,758 mm) long, the IS 500 is smaller than a Toyota Camry and nearly identical in length to a Mercedes-Benz C-Class. The car’s F-Sport exterior upgrades include unique items such as bumpers, grille, rocker panels, spoilers and more. There is also a unique hood with a large bulge for the engine. Finally, as a premium trim level, our IS 500 features the tri-LED headlights that emphasize the aggressive character of the vehicle.

We like the overall look of the IS 500, particularly the caviar exterior paint finish like our tester. The domed hood and quad exhaust are subtle hints that this is no ordinary small luxury sedan.

To protect the vehicle’s exterior from scratches, the IS 500 is equipped with the latest safety features. Standard is Lexus Safety System 2.5, which features pre-collision braking, pedestrian detection, lane following assist, lane departure warning, lane departure warning, adaptive cruise control, automatic high beams and more. Also included are blind spot monitoring, rear cross-traffic alert, automatic reverse braking and an all-round view monitor.

The verdict: 2023 Lexus IS 500 F Sport Performance Premium

In addition to the only V8 option in this segment, the Lexus IS 500 F Sport Performance 2023 has another major advantage: the price. Starting at $59,420 (all prices including destination fees), the IS 500 lands squarely ahead of the underperforming BMW M340i and Mercedes-Benz C 43 AMG. Even with the upgraded Premium package, it’s still significantly cheaper than the similarly-performing BMW M3, with a test price of $63,920 (CA$76,655).

But the Lexus IS 500 isn’t really a full-fledged performance sedan like the BMW M3 or the forthcoming Mercedes-Benz C 63 AMG. It’s more of a muscular, powerful luxury cruiser.

While not without flaws and showing its age, the powerful IS 500 is an interesting alternative to vehicles like the BMW M340i, Mercedes-Benz C 43 AMG and Volvo S60 T8 Recharge. And for people who want the feel of a silky smooth naturally aspirated V8, this is the only game in town.

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engine	5.0 liter V8
Exit:	472 hp, 395 lb-ft.
Transmission:	8-speed automatic
0-60 miles per hour:	4.4 seconds
US Fuel Economy (MPG):	17 city, 25 highway
CAN fuel consumption (l/100 km):	14.1 city, 9.3 highway
Starting price (USD):	$59,420
Trial price (USD):	$63,920
Starting price (CAD):	$76,655
Trial price (CAD):	$76,655