| Pros | Cons |
| ✓ Updated styling | ☓ Definitely not the fastest option |
| ✓ Better tech | ☓ Tight space, both front and rear |
| ✓ Solid ride and handling | ☓ 6-speed auto with AWD model |
| ✓ Old-school N/A V6 | |
The 2026 Lexus IS 350 offers one thing its rivals don’t anymore: a naturally aspirated V6.
Small sports sedans have been on the wane in recent years (RIP Acura TLX), but there are still a handful of steadfast four-doors fighting it out. Audi, BMW and Mercedes-Benz are all still in the fight, and so is Lexus. Not only did it just redesign the midsize ES, but it also updated the smaller, entry-level IS, which is definitely a move we didn’t expect. Instead of just killing it off, as they did with the GS, the LS and the closely related RC coupe, Lexus decided to squeeze a little more time out of this generation with a refresh. Welcome, then, to the updated 2026 Lexus IS 350 F Sport.
“Updated” is the key word here, since we are still technically in the same generation of IS that kicked of waaay back in 2013. This is the third time Lexus has given its entry-level sports sedan a facelift, and they are bringing a few welcome quality-of-life tweaks to the table. Interestingly, though, while the four-cylinder ES 300 is now out of the picture, the 3.5-liter-backed ES 350 is still kicking, even as Toyota drops its old-school V6 everywhere else.
Is it a case of “old dog, new tricks” then? Yeah, basically, as the two remaining options for the 2026 Lexus IS 350 include either the F Sport Design or F Sport models. Around the V6 powertrain, you get a newly sculpted front end, a revamped interior and a healthy range of features…at least if you’re willing to dip into the options list.
Pricing for the 2026 Lexus IS 350 starts at $46,895 for the F Sport Design, rising to $51,345 for the F Sport AWD. The car Lexus sent us to test for a week did check off some extra boxes, bringing the take-home price to $57,658. Is the IS still worth that kind of money? Let’s dive into answering that question below.
On the styling front, the 2026 Lexus IS is a case study in aging gracefully.
Past the initial 2014 model year launch, we’ve seen Lexus update the IS for 2017 and again for 2021. For this latest iteration, designers went for more of a squared-off look with the signature spindle grille, while also slimming down the lower side intakes and shifting the L badge farther up toward the hood. It pairs up nicely with the slimmer taillights that carry forward from the last facelift, though there is a new and more prominent rear spoiler this time around. Lexus has swapped the stylized L out for “LEXUS” script on the trunk lid, which may displease some fans. Those folks may see it as a little too understated.
Inside, there’s less room to argue — the 2026 IS 350 looks and feels as premium as it should.
Lexus updated the whole IP here, from the HVAC vents to the center stack, and from the gauge cluster to the infotainment display. Sure, you don’t get the old-school clock anymore. That said, do you know what you also don’t get? The aggravating touchpad! This IS finally, finally lets go of one of Lexus’ most frustrating tech features over the past decade, embracing the now that is a 12.3-inch touchscreen display.
You also get a bank of satisfying switches for the climate controls (so there are still physical toggles!), while the trackpad area itself has been replaced by heated and ventilated seat controls, as well as the heated steering wheel. The rest of the center console, that said, is pretty much the same. You still get your drive mode selector, two cup holders, and a conventional shifter. Ahead of that shifter, there’s a new wireless charging pad and USB-C charging ports all around.
While there’s less room to argue that you still get plenty of buttons to push on the console and the steering wheel, the seats are well-bolstered and comfortable and all the other touch points feel as premium as they should for the price point, you also just get less room, period.
Both the front and rear rows are tight on space, although for different reasons. Up front, you’ll notice a bulge in the driver’s side footwell, which cuts into your legroom. The IS 350 AWD needs that space to accommodate the 6-speed automatic transmission housing and transfer case. In fact, that packaging is why you get a 6-speed in the first place, while the rear-wheel drive IS gets an 8-speed instead (more on that in a moment). That bulge in the footwell is annoying, but it is at least a little easier to ignore with this update, since Lexus did generally improve ergonomics everywhere else.
In the back, the 32.2 inches of legroom is on the tighter side of the segment, even at the best of times. The new Audi A5, for example, gives you four inches more, while you get three more inches in the BMW 3 Series. Like the front, the seats themselves are well-padded and fairly comfortable. However, if you’re on the bigger and taller side, as I am, there are more spacious options out there. Rear headroom is at least a little better, at 36.9 inches.
The good-old V6 keeps on keeping on…but it has its limits.
If you look around the small sedan landscape, you’ll see turbos, turbos, and more turbos. You don’t get that with the Lexus IS 350, of course: Just the same 3.5-liter V6 as before, pushing out 311 horsepower and 280 lb-ft of torque. On paper, those figures aren’t out-and-out bad, but the IS has a couple factors working against it.
The first is the AWD model’s 6-speed automatic transmission. It’s smooth enough, but having more ratios to work with (like the RWD version’s 8-speed, for example) would keep you in the power band more of the time, instead of having to hunt for it. Another drawback as far as any flat-out sprint is the lack of forced induction. At sea level you can expect a 0-60 time in about the 5.7-second range, but up at around 6,000 feet…it is noticeably slower than that. Acceleration, as far as I’m concerned, is simply adequate. Fortunately, the sound of Lexus’ N/A V6, while not as wonderful as the now-departed IS500’s V8, is still much better than the competitions’ turbo-four affairs.
As far as the overall feel, the 2026 Lexus IS 350 F Sport again has its pros and cons. The seats and well-composed ride make this every bit as comfortable as you’d expect a Lexus to be. For each of my daily commutes, it offers up a pleasant combination of composure and quietness, even with some of the rougher roads in our neck of the woods. The F Sport’s $700 Handling Package does have adaptive variable suspension with Sport and Sport+ modes, if you do want to make it stiffer. I didn’t go for that option most of the time, weirdly.
On the flip side, while it’s not crazy fast, it also doesn’t stop that well, either. Part of that is down to the tire choice: a set of Bridgestone Turanza EL450 all-seasons which are, at the best of times, fine. When it’s not the best of times, you’ll find yourself pressing the pedal harder — and taking longer to stop — than is comfortable if you’re trying to get on it a bit. Brake feel and gripper rubber are both matters the IS’ rivals seem to tackle with more gusto, and you don’t even have to buy into the performance brands like RS, M or AMG to get that experience.
Fuel economy is another area where the Lexus IS 350 shows sits age a bit. Since we are talking about a fairly large displacement V6 here, you’re looking at 19 City / 26 Highway / 23 Combined mpg, which is on the lower end against the turbocharged competition. Even going for the rear-wheel drive, 8-speed option doesn’t change much, as the numbers are almost identical.
Is the 2026 Lexus IS 350 actually worth it?
Here’s the thing: The Lexus IS, for all its flaws, still has that old-school charm. With a big-old V6 under the hood and a relatively unfussy layout, there’s a familiarity and a comfort angle to buying and driving this car. The recent updates keep it looking fairly fresh and feeling nice to sit in, even if it’s a bit tight on space. I’ll also still contend that more competition is a good thing, so I’m glad Lexus decided to put some resources into keeping the IS around, rather than just dropping it.
This Lexus is still a solid entry point to the lineup, insofar as it’s a good-looking, comfortable and, if you spec it up, feature-rich daily driver. I have a caveat with that, though, since our press loan included an $1,100 package for the 360-degree Panoramic View Monitor, Intuitive Parking Assist and Rear Cross-Traffic Braking. You also have to pay $210 for a power rear sunshade, $700 for the aforementioned F Sport Handling Package, $1,250 for triple-beam LED headlights, and $1,120 for a 17-speaker Mark Levinson premium sound system. $1,100 for a power moonroof, $620 the Technology Package with Front Cross-Traffic Alert and Lane Keep Assist…you see where I’m going with this? Oh, and the trunk mat, key “glove”, a cargo net in the trunk and some wheel locks will set you back $313.
Fortunately, all those options means you can trim some fat if you want to save a little cash. For instance, I would go for the rear-wheel drive IS 350 with the 8-speed transmission, unless you absolutely need the AWD. The F Sport Handling Package also includes a Torsen limited-slip differential, though I have a tough time arguing that along with the variable suspension is actually worth it.
Depending on where you land with options, the rear-drive IS 350 squeaks in right around $50,000. If you don’t need tweaked suspension, red-painted brake calipers or some power adjustment on the seats, you can also save $2,450 and go for the F Sport Design instead. That also includes ditching power lumbar support which I would definitely want in a commuter (especially as I, like the car, continue to age), but that’s up to you.
