2022 Lexus IS 500 F Sport Performance review

8.5/10Score

Things we like

• Naturally aspirated V8
• Compliant ride
• A modern sleeper

Not so much

• Muted V8 sounds
• Under-braked
• Ageing platform

8.5/10Score

Things we like

• Naturally aspirated V8
• Compliant ride
• A modern sleeper

Not so much

• Muted V8 sounds
• Under-braked
• Ageing platform

Every once in a while, along comes a car that is truly special but is overlooked because it’s not as excessive as its competition. One that transcends its time and place in the world and then, several years in the future, will be fondly remembered for its enchanting character. The 2022 Lexus IS 500 F Sport Performance is one of those cars.

By consequence of rapid change in the automotive industry, this V8-powered Lexus is perfectly out of step with the competition. In a time when M-cars, AMGs, and Audi RSs fit their go-fast sedans with cutting edge tech like all-wheel drive, forced induction, fancy differentials, or gearboxes with multiple clutches, Lexus engineers confidently embraced solutions that the Germans have long discarded. For those who love all things mechanical, this is your performance sedan.

It starts with that five-litre V8 that we know and love from Lexus hits like the GS F, RC F, and LC 500. The best way to describe this engine is as modern automotive jewellery, so smooth in operation that the feeling is akin to wearing a smooth-spinning and perfectly balanced mechanical timepiece on your wrist.

For something naturally aspirated, it has all the makings of a legendary motor – an alloy block, Yamaha-massaged alloy heads, dual overhead camshafts, four valves per cylinder, variable valve timing and direct injection. With its 12.3:1 compression ratio, it produces 347kW at a lofty 7100rpm and 536Nm at 4800 revs.

The transmission is an eight-speed automatic that is engineered to handle the torque output of the V8 and it uses the lock-up torque converter from the RC F coupe. Rear-drive only, power gets to the ground through a mechanical Torsen limited-slip differential.

Rightly, the suspension uses double wishbones at the front, while the rear is a multi-link set-up. Dampers are the adaptive type and speaking of dampers, similar to the LC 500, this IS is fitted with that Yamaha chassis damper. It’s a horizontal, energy-absorbing damper mounted in the rear bumper structure that’s intended to reduce unwanted chassis vibration.

To the casual observer, this V8 IS looks like its siblings in F Sport trim … To the trained eye, there are some subtle cues that point at this being the most potent in the range

Brakes are uprated from lesser IS models, but notably not as robust as those found on the RC F and LC 500. At the front, there are four-piston calipers and 356mm rotors matched with 323mm rotors with single-piston calipers at the rear. Brakes get improved cooling over the regular IS. Steering is electrically assisted and the IS 500 uses the quicker, rear-drive-specific steering rack of the other IS models. Wheels are staggered 19-inchers from Enkei with modestly sized Bridgestone Potenzas that measure 235mm wide in front and 265mm at the rear.

A serialised Launch Edition model is available and while most of the differences amount to colour, trim and upholstery, it’s worth mentioning because the wheels for this model are forged pieces supplied by BBS that are each a couple of kilos lighter than the standard Enkeis.

This generation IS dates back to 2013 and the age of this sedan is most apparent inside the cabin. Lexus has subtly iterated with each model year and in 2022 we have a somewhat modern cockpit with current tech like Apple CarPlay and Android Auto. The basic dashboard design dates back to 2013 – a compact disc player resides in the centre of the dashboard to remind you of this car’s legacy – but the dash has all of the expected modern conveniences with updates to the steering wheel, climate controls, and infotainment interface, which now uses a touchpad-style controller.

To the casual observer, this V8-powered IS looks much like any of its siblings in F Sport trim. A subtle spoiler atop the boot, some F Sport badges, and the 19-inch wheels look like the result of ticking the box for some type of sport package. To the trained eye, however, there are some subtle cues that point to this being the most potent sedan in the range.

The bonnet rises nearly fifty millimetres taller than standard, hinting at the oversized power plant that resides underneath, and both the front wings and bumper have been lengthened to accommodate the V8. The net result is that this IS 500 measures 48mm longer than any other model in the line. Kerb weight is 1765kg, which is a scant few more than an all-wheel drive, V6-powered IS, and weight distribution is 56 per cent front, 44 per cent rear – but it’s not static weight distribution that matters, it’s how you use it.

Despite the platform’s age, Lexus fits the IS with a full suite of active and passive safety systems, including an adaptive cruise control system with stop and go. The active lane keep assist is something that may not be desirable in a driver’s car, but it is thankfully switchable.

Behind the wheel, you have a wonderful, low slung seating position, with a bolstered, supportive seat, and generous adjustment in the steering column, so it’s easy for any driver to set themselves up perfectly. The steering wheel has a performance feel to it with a small overall diameter and a hefty, sportier rim thickness. The wheel-mounted shift paddles are unobtrusive and remain out of the way until needed.

More cosy than spacious, occupying the driver’s seat gives a feeling of sitting in the IS rather than atop the seat. The seating position and cockpit design are focused on the driver being comfortable and secure for the business of carving corners. A lounge, this car is not. Rear-seat room is similarly small and passengers might complain about the cramped quarters, but, as the driver, that gives you license to leave the whiners at home and enjoy the Lexus to yourself.

The interior design and finish is not much different than any other IS model and for some, the lack of special trim might be disappointing. Ergonomically, it’s a typical Lexus design, where all controls are laid out somewhat logically and every single button, knob, and dial is well finished. With its traditional Lexus build quality, everything the driver touches seems like it’s going to last several decades.

Of course, the infotainment system’s touchpad will often infuriate the driver, particularly when using the standard Lexus software. The integration of Apple CarPlay makes interfacing with the system significantly easier and almost satisfactory.

On its own, the Mark Levinson sound system is wonderful, however, it does possess a superfluous feature – engine sounds

On its own, the Mark Levinson sound system is wonderful and well above average for cars in this category, however, it does possess a superfluous feature – Lexus has programmed the system to produce engine sounds. If you recall what Gran Turismo 2 sounded like, you’re not too far off. Perhaps Lexus decided to pump some sound into the cabin because the engine and exhaust sounds are muted, save for the most extreme conditions, but the gorgeous V8 in this Lexus deserves to be heard. Just not through the sound system and you’ll want to switch this feature off. Permanently.

The drivetrain imbues the IS 500 with a Jekyll and Hyde character because, in normal driving, it’s a sedate and relaxed experience. Then, when flipped into Sport or Sport+ drive modes and driven aggressively, the Lexus comes alive. To get the most performance and excitement from the V8 requires an adventurous right foot and a willingness to explore the outer reaches of the rev range.

It comes alive after 5500rpm and makes maximum power at 7100rpm, just shy of its 7300rpm redline. When shifting manually, the engine feels most responsive at high rpm and gives the driver precise control over that V8. Feeding in additional throttle to adjust some power-on oversteer attitude is child’s play. Breathing off the throttle to tighten a line through a corner is similarly natural.

To achieve maximum acceleration, it’s best to be shifting gears manually to ensure the engine is always operating above 5500rpm. That’s due to the classic power and torque curves of this naturally aspirated V8 with its 7100rpm power and 4800rpm torque peaks. Lexus quotes a modest zero to 100km/h time of 4.6 seconds, but rest assured this sedan is more at home on flowing canyon roads than a drag strip.

The eight-speed automatic is engineered and calibrated to be the ideal partner for the engine. From the driver’s seat, it feels like gearchanges are quicker when playing with the engine at high revs while in one of the more aggressive drive modes. Shifts aren’t as quick as some of the ultra-high-performance automatics found in the competition, nor as quick as any dual-clutch gearbox, but in daily driving, the transmission shifts smoothly, nearly imperceptibly, and it always seems to be in the correct gear for the given driving conditions.

Overall, the drive modes don’t have much of an effect on the attitude of this Lexus. From damper settings to the transmission shift protocol to throttle sharpness, the difference from one mode to another is minor. In cars with more electronic wizardry, this might be an oversight, but it’s perfectly aligned with the character of the IS 500. It’s perhaps even deliberate in terms of philosophy because in this car, the mechanical systems speak for themselves, not the software.

One of the things that makes this IS 500 unique in this category of mid-size performance sedans is how the suspension is calibrated. It’s easy to put ultra-stiff springs, dampers and anti-roll bars into a car like this so that it achieves a reasonable Nordschliefe lap time, but the net result is a rough ride in normal driving conditions. Instead, they’ve set up this Lexus with a suspension package that’s wonderfully balanced between ride and handling. Firmer than all of its siblings, it still delivers a comfortable and composed ride that won’t upset your most sensitive passengers.

Through the corners, body and wheel control is excellent and the IS shows modest, but well-controlled body roll. In essence, the engineers at Lexus have allowed this suspension to work, eschewing a track-focused and skittish ride for something much more comfortable.

Steering is precise, though feedback is muted through this electrically assisted system. If this IS were tuned to be more extreme, one could argue for a quicker steering rack, but given that this is tuned for the road, it’s perfectly suited to this sedan with the right amount of heft and responsiveness.

The purity, balance, and liveliness bestowed by its rear drive set up differentiate the IS 500 from the all-wheel drive competition

If there is one area that Lexus has overlooked, it’s the brakes. Not because they underperform, but rather because bigger and more powerful pieces are already in use on the RC F. This IS 500 fares well with its slightly uprated set-up, but it would benefit from that Brembo kit used on the RC F with only a mild penalty in unsprung weight.

Pedal feel is soft and a little less positive than expected from a performance sedan of this calibre. Once into the pedal, feel and modulation are good, but a firmer pedal would deliver more confidence and control to the driver.

This Lexus sedan makes no bones about being anything other than a Lexus. The naturally aspirated V8 is a jewel of motor, making this a genuine anachronism in an era of turbocharging. Similarly, the purity, balance, and liveliness bestowed by its rear-drive set-up differentiate the IS 500 from the all-wheel drive competition.

This Lexus is not pretending to be anything but a wonderfully mechanical, well-rounded performance sedan.

2022 Lexus IS 500 F Sport Performance specifications

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