Downsizing engines and supplementing them with electrification has become the new trend, but there isn’t a day that goes by when enthusiasts don’t mourn high-displacement, naturally aspirated engines. The loss of the V8 in the C63 AMG hit us hard, and we yearn for a return of the screaming 8,400 rpm S65 V8 from the E90 BMW M3. There was a time when even the Audi RS5 utilized an eight-cylinder. Those days have long gone, including the era of rear-wheel drive.

The Germans and even the Americans have given up on shoving monstrously large engines into their smallest rear-powered sedans. But not the Japanese. Lexus has kept this tire-burning recipe alive in the IS 500 F Sport Performance, their final stand with a scintillating eight-cylinder war drum beating to the sweat and tears of orange-clad protesters. 

In an era where electrification and hybridization have begun to reign supreme, we’re uncertain how this IS 500 even exists – it must be all the hybrids that Toyota is manufacturing. Under the hood is an atmospheric 5.0-litre naturally aspirated V8 that generates 472 hp and 395 lb-ft of torque, powering the vehicle through an 8-speed automatic transmission exclusively to the rear wheels. That allows the IS 500 to sprint from 0 to 100 km/h in 4.6 seconds, the same as the Audi S5 Sportback, but it is notably slower than the BMW M340i xDrive (4.4 seconds).

Paired with 19-inch forged BBS wheels and Flare Yellow paint, which are exclusive to the Special Appearance Package, this IS 500 looks as speedy as its spec sheet suggests. Although it has been available since 2022, this is the first time we’ve properly driven and reviewed one. Its shortfalls are readily apparent and inherent in its setup. Without turbochargers, the IS 500 falls short in torque compared to its rivals, meaning you have to work harder for your performance and rev out the engine with the correct gearing, rather than relying on forced induction or electric motors to do the heavy lifting. 

The 8-speed gearbox is the weakest point and ages the IS platform. When left to its own devices, the shifts are smooth and seamless, swapping behind the scenes without fuss. But rowing them yourself via the lever or paddles, and the downshifts lurch and jerk the vehicle forward as the engine struggles to transition into the required RPM. Upshifts don’t reach that level of urgency or polish that you would find in a BMW ZF, and it’s overall an unrefined gearbox that only rewards at its most optimal shift points and RPMs.

It’s a shame that Lexus did not fully commit to manufacturing a full-blown IS F. Some refer to this IS 500 as the spiritual successor, but that claim doesn’t sit well with us. The ingredients are there. Just uprate the V8 with stronger internals, add a software tune, improve the cooling package for track use, and equip stickier tires and a stiffer fixed suspension. Throw in a body kit with a rear wing and carbon fibre parts to reduce weight and increase downforce, and add optional carbon ceramic brakes. Lexus might have had a more characterful M3 killer with the reliability of an RX SUV. The IS already has the signature quad-stacked exhausts to match. Missed opportunity of the decade? Quite possibly.

Which brings us to the meat and potatoes of why someone chooses to buy an IS 500 over an Acura TLX Type S, BMW M340i, or Mercedes-AMG C 43. It’s for the noise and driver engagement, two key ingredients that seem to have gone missing in many of today’s sports sedans, but have somehow found their way into this yellow Lexus.

The best way to describe what the IS 500 sounds like is imagining a Japanese orchestral cover of an American muscle-car soundtrack. Soulful with a powerful mid-range punch, the IS 500 remains sonically pleasing throughout its entire rev range without the sharpness and harsh notes that typically accompany a vibrating V8 instrument. There’s a small dial on the left side of the steering column, labelled ASC, which stands for Active Sound Control, that manages the amount of synthetic exhaust noise piped into the cabin through the speakers. The difference when it’s engaged is palpable. On full blast, the notes are high-pitched like a lion wailing for its mother, but when ASC is off, it’s muted and quiet. We’re aware of the potential of this V8 – think RC F and LC 500 – and highly recommend an aftermarket exhaust to unlock its full vocal potential. 

The traction control is quite restrictive and adept at keeping the rear axle locked in and gripped. Even with a Torsen limited-slip differential, it frequently cuts power as the pair of wheels struggle to translate all that horsepower into forward momentum. Loosening those reins by turning off TC unveils a much more playful side to the IS, but turning off stability control as well results in a very mercurial behaviour untypical of a Lexus. Drifts, burnouts, and tail-led powerslides – this is what the IS 500 setup is made for, and what it excels in, but these playful maneuvers require your full attention and all hands on deck. 

The Lexus steers with more texture and accuracy than the BMW or the Audi, tracking the road more faithfully and following the grooves and divots that pull the wheel from left to right. There is a better sense of connection to the road as it breathes and undulates through your fingertips, all while the adaptive suspension keeps body roll and road compliance in check, justifying its use as a daily driver. And without power being sent to the front axle, the steering is comparatively pure, unfiltered, and winds with intuitive clarity.

The V8 comes with higher operating costs due to its penchant for fuel. We averaged 16.9 L/100km over city and highway driving. The Lexus is going to consume all your fuel and likely chew through your tires as well. The starting price won’t balance it out – it starts at $76,840, compared to the Audi S5 Sportback ($73,150) and BMW M340i xDrive ($74,678). However, the three equal out in price with comparable options equipped. 

The Lexus IS 500 is the ultimate swansong for sporty sedans built in Japan. Bringing this lost recipe of natural aspiration, eight cylinders, and RWD to fruition took commitment and sacrifices, but we wish Lexus took things further with an IS F. Go big or go home, and give the enthusiasts the halo product they dream of – think of how many boys and girls had LFA posters up on their bedroom walls, ourselves included. That said, we still have to count our blessings that it even exists. The IS 500 remains antiquated in many aspects, such as its interior and gearbox, but its characterful engine, playful road manners, and exhaust symphony will forever live on in the minds of gearheads seeking their high-octane, dopamine rush.

Specifications:

Model: 2025 Lexus IS 500 Special Appearance Package
Paint Type: Flare Yellow
Base Price: $76,840
Price as Tested: $80,410
Wheelbase(mm): 2,800
Length/Width/Height (mm): 4,758 / 1,839 / 1,435
Curb weight (kg): 1,765
Engine: 5.0-litre naturally aspirated V8
Horsepower: 472 hp @ 7,100 rpm
Torque: 395 lb-ft @ 4,800 rpm
Transmission: 8-speed automatic
Engine & Drive Configuration: Front engine, RWD
Observed Fuel Consumption (L/100km): 16.9
Tires: 235/40R19 front; 265/35R19 rear