Once More, with Feeling: We Test the 2026 Lexus IS350

Sedans are down—but maybe not out. Sure, there's been a sea change toward SUVs, but sales of traditional four-doors have seen a blip in recent months. At Lexus, the brand-defining LS is being ushered offstage, but the ES was just redesigned. Meanwhile, the IS sees a reduced lineup for 2026 but also gains some worthwhile improvements.

The current-generation IS rolls into its 12th (!) model year, burnished by yet another mid-cycle update, its third. (Does that make it a late-mid-cycle update?) There's new front-end styling that looks contemporary and manages to play nicely with the rest of the exterior design.

In pruning the IS family tree, Lexus trimmed from the top and the bottom. It cut the entry-level IS300 and the range-topping IS500, leaving just the IS350, in two trim levels: F Sport Design and F Sport.

"Design" serves as the base version, which is the one tested here. The uplevel, regular F Sport comes at a $2450 premium and gets model-specific suspension tuning, red-painted brake calipers, power lumbar and four-way adjustable headrests for the front seats, a heated steering wheel, and some special interior trim items. There's also an available Handling package, which brings additional drive modes, adaptive dampers, and a Torsen limited-slip differential (the last item on rear-wheel-drive models only), as well as a Technology package, which adds full-LED headlights, front-cross-traffic alert, lane-changing assist, and Traffic Jam Assist.

With the base four-cylinder and the V-8 jettisoned, the naturally aspirated V-6 is the sole engine on offer. Its transmission partner depends on whether the IS350 is equipped with rear- or, like our test car, all-wheel drive. Rear-drive models get a more modern eight-speed automatic, while all-wheel-drive versions stick with a six-speed. Talk about old-school.

Despite the difference in gear count, EPA fuel economy numbers for the two variants are nearly identical, with the rear-wheel-drive model posting estimates of 19/27 mpg city/highway, while the all-wheel-drive version sits at 19/26 mpg. Those figures are well short of turbocharged four-cylinder rivals like the Audi S3 (23/31 mpg) and the BMW M235 Gran Coupe (24/33 mpg). In our 75-mph real-world highway fuel-economy test, though, our all-wheel-drive IS350 overachieved with a 28-mpg result.

You wouldn't expect the test numbers for a 12-year-old car to beat newer rivals—and they don't. The V-6's 311 horsepower and 280 pound-feet of torque look respectable in this company, but the 60-mph time of 5.6 seconds is well off the pace of the S3 and the M235, both of which hit 60 in 4.2 seconds.

HIGHS: Lovely and now more functional interior, great seats, composed ride.

The same is true on the skidpad, where the Bridgestone Turanza EL450 all-season tires deliver just 0.87 g of grip, versus 0.94 g for the M235 and 0.95 g for the S3 (both wore Goodyear Eagle F1 SuperSport summer rubber). In braking, the Lexus stopped from 70 mph in a respectable 165 feet, but the Audi (152 feet) and the BMW (154 feet) were better.

And yet, the Lexus has appeal for those who look beyond the objective figures. A naturally aspirated engine is an increasing rarity, with linear throttle response that's becoming novel. Ditto the torque-converter automatic's smooth low-speed behavior. Granted, without the down-low torque of a turbocharged engine, you need to rev this V-6 to get the most out of it, but that's a pleasant experience; crest 4000 rpm, and it emits a satisfying growl that sounds better than any turbo four. On the move, this powertrain doesn't feel sluggish; note that the IS350's rolling-start, 5-to-60-mph time of 5.9 seconds is only a shade behind its 60-mph time, while the Audi's falls to 5.2 seconds and the BMW's to 5.9.

LOWS: Acceleration can't match rivals' turbo fours, mediocre skidpad grip, rear seat is better for the small than the tall.

Lexus has tweaked some of the chassis tuning, including the steering and the suspension, but this car is still nowhere near as aggressive as its German rivals. The IS delivers a far better ride than the S3 or the M235, though, effectively rounding off most bumps and breaks in the pavement while retaining an acceptable degree of body control. The steering could be more communicative, but effort levels feel about right.

What also feels right is everything you touch inside the IS. Here, Lexus did some welcome updating for 2026. The old, smartphone-sized infotainment display stuck onto the dashboard has been broomed, along with the remote touchpad. Good riddance. In their place is a new 12.3-inch touchscreen, and the instrument display has been enlarged to a matching size as well. A new bank of quality-feeling toggle switches operates the climate control. The USB data and charge ports are all Type-C, and a new wireless charging pad finally creates a place to put your phone.

With the ergonomics now sorted, one can better appreciate just how nicely finished the IS350's cabin is. It's characteristic Lexus: padded surfaces everywhere (including a welcome hand rest at the base of the new touchscreen), a steering wheel that's great to hold, a real shift lever, a fine driving position, and lovely physical-switchgear action. The quality is evident. We'll call out only minor miscues: a roller switch for audio volume, no tuning knob, and precious little cubby storage. The IS interior is also tightly drawn, which some may find irksome (the cabin does not feel spacious), yet that's also part of the appeal (the car does not feel big from behind the wheel). Furthering that vibe, the front seats really hug you, offering lateral support for days. The rear seat, though, is short on headroom.

Even though a third facelift has not pushed the IS to the front of the pack, this sedan still has plenty of appeal. We're glad Lexus hasn't given up on it.

VERDICT: Honed and polished, the IS350 keeps on keepin' on.

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Specifications

Specifications

2026 Lexus IS350 F Sport Design AWD
Vehicle Type: front-engine, all-wheel-drive, 5-passenger, 4-door sedan

PRICE
Base/As Tested: $48,895/$51,944
Options: panoramic view monitor (rear-cross-traffic braking, intuitive park assist with rear braking), $1100; power sunroof, $1100; Infrared premium paint, $595; carpeted trunk mat, $130; wheel locks, $99; key glove, $25

ENGINE
DOHC 24-valve V-6, aluminum block and heads, port and direct fuel injection
Displacement: 211 in3, 3456 cm3
Power: 311 hp @ 6600 rpm
Torque: 280 lb-ft @ 4800 rpm

TRANSMISSION
6-speed automatic

CHASSIS
Suspension, F/R: control arms/multilink
Brakes, F/R: 13.2-in vented disc/11.7-in vented disc
Tires: Bridgestone Turanza EL450
235/40R-19 92V M+S

DIMENSIONS
Wheelbase: 110.2 in
Length: 185.8 in
Width: 72.4 in
Height: 56.7 in
Passenger Volume, F/R: 55/37 ft3
Trunk Volume: 11 ft3
Curb Weight: 3896 lb

C/D TEST RESULTS
60 mph: 5.6 sec
100 mph: 14.1 sec
1/4-Mile: 14.1 sec @ 100 mph
130 mph: 27.0 sec
Results above omit 1-ft rollout of 0.3 sec.
Rolling Start, 5–60 mph: 5.9 sec
Top Gear, 30–50 mph: 3.3 sec
Top Gear, 50–70 mph: 3.6 sec
Top Speed (mfr claim): 143 mph
Braking, 70–0 mph: 164 ft
Braking, 100–0 mph: 339 ft
Roadholding, 300-ft Skidpad: 0.87 g

Interior Sound
Idle: 43 dBA/3 sone
Full Throttle: 81 dBA
70-mph Cruising: 69 dBA/25 sone

C/D FUEL ECONOMY
Observed: 20 mpg
75-mph Highway Driving: 28 mpg
75-mph Highway Range: 480 mi

EPA FUEL ECONOMY
Combined/City/Highway: 22/19/26 mpg

C/D TESTING EXPLAINED

Reviewed byJoe Lorio

Deputy Editor, Reviews and Features

Joe Lorio has been obsessed with cars since his Matchbox days, and he got his first subscription to Car and Driver at age 11. Joe started his career at Automobile Magazine under David E. Davis Jr., and his work has also appeared on websites including Amazon Autos, Autoblog, AutoTrader, Hagerty, Hemmings, KBB, and TrueCar.