IS 500 Pricing & First Drive! (Best Modern Sleeper???)
With sub-$58K pricing and the 2UR-GSE 5.0L V8 under its hood, the Lexus IS 500 F Sport Performance is a 21st Century unicorn!
Much has changed in the auto industry over the last century, but one simple equation remains as evocative as ever. Small car + big power = more smiles per gallon. However, in our modern era — one with rising emissions regulations and the proliferation of trucks and SUVs as family vehicles — naturally aspirated V8-powered sports sedans are all but dead. Your only remaining choices are a Dodge Charger/ Chrysler 300, or the new 2022 Lexus IS 500 F Sport Performance.
In this context, the new IS 500 is a unicorn. A love-letter to the company’s performance heritage packaged as a sleeper. That’s right, for the first time since the dearly departed IS F, Lexus dropped a 2UR-GSE 5.0L V8 — making 472 hp and 395 lb.-ft of torque — into its smallest sedan. But can this new IS 500 live up to the hype in the shadow of the heralded IS F?
IS 500 Pricing
The 2022 IS 500 F Sport Performance will debut with three trim levels. That’s right, unlike other IS models, you won’t be able to pick individual packages and features, just colors and trim level. Lexus calls this “mono spec.” Here’s how it breaks down:
- Base: $56,500 plus $1,075 destination delivery: $57, 575
- Premium: $61,000 plus $1,075 destination delivery: $62,075
- Launch Edition: $67,400 plus $1,075 destination delivery: $68,475
Curious about what you’re giving up if you opt for a Base versus a Premium?
- Intelligent Clearance Sonar and Panoramic View Monitor
- Power rear sunshade
- Triple beam headlamps
- Navigation w/Mark Levinson
The Launch Edition adds serial number badging (1 of 500), an exclusive Incognito exterior color, exclusive two-tone interior color, and you get the lighter, matte black BBS wheels from the IS 350 F Sport Dynamic Handling package. (<– Click to read our full review!)
How Much Do 161 Ponies Cost?
The IS 500 is now Lexus’ most affordable V8-powered car by a good $7,500 (versus a no-option RC F). But is it worth upgrading over the IS 350? Lazy journalists might point out the difference between the IS 350’s $42,950 and IS 500’s $56,500 base pricing, but a fairer comparison specs out both vehicles with similar options and features.
In other words, how much does 161 horsepower really cost?
Using the Lexus USA Build & Pricing configurator, it costs about $7,500 to $8,500 to upgrade from a similar spec IS 350 to the IS 500. Oddly enough, it’s more expensive to get the base IS 500 than the premium. After driving the IS 350 and IS 500 this year, the pricing increase seems like a bargain for the added power and performance.
Our Loaner Specs
For our review, Lexus sent us a Premium IS 500 and here are the key features:
- 5.0L Quad Cam 32V V8 making 472hp & 395 lb-ft of torque
- 8-speed automatic transmission
- Driver selectable drive modes (Eco, Normal, Sport, Sport S, Sport S+, Custom)
- Rear-wheel drive only with a mechanical Torsen Limite Slip
- Adaptive Variable Suspension
- 14″ front & 12.7″ rear two-piece aluminum brakes
- 10-spoke 19″ Enkei alloy wheels running 235/40R19 (front) and 265/35R19 (rear) Bridgestone Potenza summer tires
- Premium Triple Beam LED headlights
- LED taillights and daytime running lights
- F Sport Performance badging (it’s the same badge as the IS 350 F Sport but a different color)
- RC-F inspired quad exhaust
- Black rear spoiler
- NuLuxe interior with F Sport bolstered heated and ventilated seats (10-way adjustable driver, 4-way passenger)
- Aluminum pedals
- Moonroof
- Mark Levinson 17-speaker, 1,800-watt Audio
- Navigation with a 10.3-inch Touchscreen (Apple CarPlay and Android Auto compatible)
- Lexus Safety System+ 2.5
- Blind Spot Monitoring & Rear Cross Traffic Alert
- Intuitive Parking Assist with Auto-Braking
Why the IS and RC Don’t Sound like the LC
Despite sharing an engine with the LC, I often wonder why the RC F (and now the IS 500) doesn’t sound as amazing as the LC 500. So I reached out to Lexus to inquire and here’s what they said:
The LC 500 features an exhaust gas control valve that controls the exhaust sound of the vehicle. It is installed before the main muffler to switch the exhaust route depending on driving conditions. This allows for a combination of throaty and emphasized exhaust during engine start up and high RPM, and quietness when cruising.
The RCF and IS 500 feature the same type of exhaust without the gas control valve. This allows for an exhaust note that is sporty, yet still comfortable on long drives.
I also suspect there may be other differences related to the exhaust length, muffler choice, and transmission tuning (the LC 500 rev-matches more), but for anyone curious, that’s the official explanation.
Regardless, I wish Lexus would offer a variable valve exhaust option on all V8 models and highly recommend doing something to the IS 500 to make it sound more engaging. To what degree of tone and loudness I’ll love up to you.
Real-World 0-60 Tested!
Lexus says the IS 500 will hit sixty in 4.5 seconds. And I’m sure we’ll start seeing more figures shortly, many from journalists who use a one-foot rollout (aka, not a true 0-60 test). In my real-world testing, our loaner rocketed to 60mph in 4.67 seconds per Dragy. In one-foot rollout terms, that’s 4.36 seconds, which matches Car and Driver’s testing. (I also managed a 4.62-second time, but Dragy said that pass was invalid.)
Now the question is, how does this measure up?
Well, if you drive supercars and sports cars that have sub-four or sub-three-second 0-60 times, the IS 500 isn’t going to knock your socks off. But I spent a lot of time with Ford Mustangs. I own a 2013 Boss 302 with a fresh set of Michelin Pilot Sport 4S summer tires. And I just reviewed the 2021 Mustang Mach 1. In my testing, the IS 500 proved 0.13 seconds FASTER than my Boss 302, and 0.37-seconds SLOWER than the Mach 1, the quickest 5.0L Mustang of all time.
Color me impressed. Swap in better tires and who knows what would happen.
IS 500 Driving Dynamics
Anticipation runs high as I sit behind the wheel of the IS 500 for the first time. The GS F and IS F are gone. The LC 500 and RC F Fuji Speedway Edition cost 100 grand And the standard RC F *starts* at $65,000. Meaning, options typically send folks up into the $70s.
The IS 500 has the chance to be Lexus’ most affordable new V8 vehicle, but can it live up to the hope and the hype?
Driving in the city, heading out of town, it’s hard to get excited. Exhaust tones are quieter than intake noise. And the 8-speed auto doesn’t rev-match like the 10-speed in the LC. In short, stoplight to stoplight, the total driving experience is pretty similar to the IS 350.
Like many dual-overhead-cam V8s — even the ones in my beloved Mustangs — the 2UR-GSE needs to be pushed past 3,500 RPM to reveal its glory and wonder. This is both hard to do in the city, and made more complicated by the 8-speed-auto’s manual and even Sport S+ shifting.
Thinking to myself, is the IS 500 too normal? Or perfectly designed for commuting?
On the highway, the IS 500 provides a comfortable quiet ride in all modes. Los Angeles, for those who don’t live here, is a sprawling concrete metropolis of poorly maintained highways. And the IS 500 smoothly glides over it all. And, unlike the RC F Fuji Speedway Edition, it’s Lexus-quiet. Forget road noise and enjoy the Mark Levinson sound system.
In the mountains, the IS 500 reveals its true nature, both good and bad.
Up here in twisty canyon roads, some smooth and racetrack-ready, others cracked and pot-holed aplenty, the IS 500 flies. It romps up to speed as quickly as most American muscle cars, masking the road’s imperfections, and diving into corners with enough brakes to make a driver and passenger feel safe. The best part is the way the auto transmission tunes itself to your driving style in Sport S+. Learning from your inputs, it begins to hold the engine at higher RPMs, down and up-shifting perfectly. Maybe that 10-speed isn’t necessary, after all?
It’s a genuinely thrilling experience when given room to perform… but also sloppy at times.
Maybe it’s the extra 150 pounds over the IS 350, but the IS 500 rolls pretty hard around corners, betraying the car’s ultimate capability. Yes, I know this isn’t an F car. And nor should it be compared to anything track-focused like the Mustang Mach 1, but it’s hard to ignore. The IS 500 remains controllable but feels loose in a way we hope the aftermarket will fix.
In short, the IS 500 definitely isn’t an F car, let alone an M. Maybe not even an M Sport. It drives more like a base sports car, to be honest. You know, the one that didn’t get the handling package? Which is a shame. To make sure I’m clear here, I don’t want Lexus to make the ride stiff. I simply wish Lexus would improve body roll while maintaining the excellent and comfortable dampening.
At the end of the day, the 2022 Lexus IS 500 F Sport Performance isn’t going to blow the doors off of anyone who drives more dedicated sports cars. It’s quick, but not blazing. It’s smooth, but not always tight. But spend enough time behind the wheel — pushing it harder and faster — it’s hard not to fall in love despite a few flaws.
In other words, I believe the IS 500 is only a few quick mods — springs, exhaust, and tires — away from achieving what Lexus didn’t give their customers. And, in that sense, I’m sure many buyers will be happy to have a four-door luxury sedan that’s not only a comfortable, practical, four-door daily, but one that’s easily able to keep up with American muscle cars.
IS 500 v IS F
Before I dive into this section, let’s be clear that this is not an exhaustive comparison. Alas, there just wasn’t time for such a thing. But it’s still fun to see how far the V8-powered IS has come between the generations. And, fortunately, ClubLexus member Michele Gurule was kind enough to meet me in the Angeles Crest National Forest with his 2008 IS F.
On the outside, Michele has swapped in some aftermarket headlights and taillights, which disguise his car’s age. But looking at the IS F and the IS 500, the lineage is clear. Neither sedan screams I’M A SPORTS CAR in the way American or German cars typically do. They’re sleepers, destined to be under the radar for anyone who isn’t an enthusiast. Still, they’re handsome, compact sedans with clean lines and proportions.
For my money, I love the IS 500’s bolder hips and sharper angles. (At this point, I’m pro Predator grille.) But the IS 500’s DNA descends directly from the older gen.
On the inside, the IS 500 benefits from a decade’s worth of newer technology. Still, the IS F’s seats remain well bolstered, the Mark Levinson system sounds good, and there’s even a backup camera. I guess the one downside to earlier IS models is the last dash prone to, er, melting. There’s no way to tell if the IS 500 will suffer such quirks, but hopefully, Lexus engineers fixed the problem.
Last, and most importantly, how do the two vehicles compare on the road?
Michele’s IS F is mostly stock in terms of power, but he did swap in lowering springs as well as wider tires (on stock wheels). The results are outstanding, especially for a car 14-model-years old. The IS F is a planted canyon carver that’s comfortable cruising over potholes and cracks. It remains not only an excellent driver’s car, but one that can also keep up with the 500 in the corners.
As I said above, the IS 500 suffers from a bit too much body roll in stock form and I’ll be curious to see what similar mods would do to the handling characteristics. Still, with the hammer down, the IS 500 shines. 50-60 horsepower isn’t an earth-shattering difference, but it’s apparent
IS 500 Final Thoughts
Sure, Lexus could have delivered a tighter, more sonically immersive driving experience, but the IS 500 is still a unicorn. A four-door naturally aspirated V8 luxury sedan in a world where that’s pretty much gone.
Does this mean we should be kinder to the IS 500’s flaws? Maybe. But I’d argue it’s a set of springs, exhaust, and tires away from perfection. It’s also clear that, despite not being a true F car, the IS 500 outclasses the older IS F in terms of overall performance, technology, and comfort. Not to knock the IS F, mind you, but Lexus engineering has improved a few things in the last decade. Which makes me even more excited to see if Lexus brings out a true IS F with even MORE power.
Still, if you’ve managed to read this far, first, thank you very much. And second, stop reading and go put in an order for an IS 500. It’s probably the best modern sleeper you can buy this year and delivers more genuine thrills than the IS 350. Cheers!
Photos by Michael S. Palmer
