2026 Lexus IS Reviews, Pricing & Specs

The simplified 2026 Lexus IS lineup for Canada is easy to describe. It comes only as the IS 350 with a 3.5-litre V6 engine and standard AWD.

The base model is the F Sport Design, while F Sport 2 and F Sport 3 packages sharpen the focus on performance. A limited-production run of Special Appearance Package models is also available. These packages add $3,957, $10,512, and $12,712 respectively to the base price of $59,060, including the $2,205 destination charge.

Design is a subjective matter, and while we’re not thrilled with the L-E-X-U-S lettering running across the trunk like it’s a dang pickup truck, the current trend in automotive design is away from easily identifiable emblems and toward chrome or black capital letters. While we think the new front end is an aesthetic improvement and evokes a level of aggression appropriate for a sports sedan, it’s less distinctive and carries strong whiffs of Toyota. At least the car’s nose still proudly wears the Lexus emblem.

Overall, the 2026 IS looks good, and few people would guess the underlying design dates to 2014. Inside, Lexus modernized the interior for 2026 with a redesigned dashboard and centre console, new 12.3-inch digital instrument cluster, and a matching 12.3-inch touchscreen. Thankfully, plenty of traditional analog switchgear remains, including properly marked steering wheel controls and a PRNDL shifter.

Quality levels are high, and while the IS offers NuLuxe artificial leather across the board, it does a good job of mimicking the real thing. Depending on the model, buyers can choose from four different interior colours and mix and match with exterior hues.

The IS 350 has a 3.5-litre V6 engine making 311 horsepower and 280 pound-feet of torque. Power routes through a six-speed automatic transmission to standard all-wheel drive (AWD) in Canada. Natural Resources Canada rates fuel economy for the 2026 Lexus IS at 12.4 litres per 100 kilometres in city driving, 8.9 on the highway, and 10.8 combined. Lexus recommends premium fuel for the V6 engine.

The F Sport Design and F Sport 2 versions are mechanically identical. The F Sport 3 and Special Appearance Package add a performance-tuned adaptive suspension, a Sport+ drive mode, and forged aluminum wheels that reduce unsprung weight at each corner.

Lexus says the IS 350 accelerates to 100 km/h in 6 seconds flat. That is credible; the car doesn’t feel downright fast, but it sure is quick, especially in the Sport + drive mode. This V6 is a smooth and refined engine, and it sounds terrific when revved.

Around town, the IS 350’s adaptive suspension produces a firm response to surface anomalies while erasing unwanted body motion and roll in corners. However, the car doesn’t beat up its occupants. It exhibits a smooth refinement at times as though Lexus dipped every component in silicone before bolting it into the car. Not only that, but for a vehicle architecture that’s now 13 years old, the IS displayed an uncanny amount of structural rigidity in our speed bump test.

On the highway, we noticed a lot of road noise and tire slap on stretches of sectioned concrete. However, on blacktop the IS was quiet with only hints of wind noise coming from its oversized mirrors.

In the mountains, the IS 350 demonstrated its worth as a sports sedan. We were happy to discover that choosing the most aggressive Sport+ drive mode did not defeat the stability control, so that’s what we used. That mode offers the sharpest throttle response, the sportiest transmission behaviour, the heaviest steering weight, and the firmest suspension setting.

Despite using Sport+, the IS 350 retained its graceful fluidity, just at a heightened state of urgency. We sensed a hint more roll and float than we would have liked on occasionally lumpy and undulating pavement. When the brakes heated up, the pedal felt a little spongy (though without any detectable fade). Otherwise, the IS turned in a sensational driving experience.

As is to be expected of a low-slung sports sedan, entering and exiting the IS is something of a hassle, and it's a snug fit all round. That said, the F Sport’s bolstered sport seats are comfortable, the NuLuxe upholstery is satisfying, and heated front seats are standard in Canada while ventilation is added with any of the optional packages. A heated steering wheel is standard as well. Once drivers have tucked themselves in, they can spend hours behind the wheel without complaint.

Lexus also provides a reasonable amount of storage space for small items for the driver and front passenger. The cupholders are big enough for oversized beverages, there is a decent amount of room in the bin under the centre armrest, and the lower door panel pockets are relatively wide. A standard wireless smartphone charger lives in the tray located under the climate control panel.

The rear seat offers just enough room for adult legs, feet, and heads. There isn’t room to stretch out, but the IS provides a proper rear seating position with generous leg support and a comfortable backrest angle. Rear vents and USB charging ports help to keep passengers happy, and if they’ve brought drinks with them, cupholders pop out of the centre armrest.

Road trippers may need to pack light because the trunk is small at 310 litres. Enclosed trunk lid hinges mean it can be packed full, though. The 60/40-split folding rear seat also allows space to be expanded as necessary, and our test car had an optional cargo net to hold grocery bags in place.

Two 12.3-inch displays greet occupants when they get into the Lexus IS. The digital instrument cluster represents a significant improvement over the previous model, giving the data more room to breathe while adding extra configurability.

Setup can be a little confusing, and we recommend pulling over to make adjustments because using the controls requires a lot of attention. However, at least the new IS hasn’t inherited the nonsensical, unmarked, dual-action steering wheel controls from other Lexus models.

In the middle of the new dashboard, the 12.3-inch touchscreen has the latest Lexus Interface infotainment system software. It won’t wow drivers with graphical goodness, but it is relatively easy to navigate through each of the main menus. Unfortunately, it isn't possible to display more than one at a time, so when drivers have the navigation map up, that’s all they can see unless they switch to a different menu.

During our voice recognition system test, the Intelligent Assistant technology performed almost flawlessly. Telling the system 'I want to listen to reggae music' wasn’t enough; we had to issue additional clarifications before we got the desired result. And speaking of music, restarting the car would bring up a list of radio station favourites that wasn’t ours, even after we deleted it. This may relate to Lexus’s connected services and a need to keep certain extras working.

Those extras are packaged into four different connected service plans. Depending on the plan, they include a native navigation system and the conversational voice assistant (Drive Connect, which has a three-year trial with any of the optional packages), remote engine starting (Remote Connect, free for three years), and an SOS emergency button (Safety Connect, free for five years along with Service Connect).

Wireless Apple CarPlay and Android Auto are standard, and that’s what we used for most of our week with the IS 350. It reconnected each time we drove the car, and we had no trouble streaming music to the impressive available 1,800-watt, 17-speaker Mark Levinson audio system.

For 2026, the IS upgrades from the Lexus Safety System+ (LSS+) 2.5 driver-assistance tech to version 3.0, and the list of features is a long one.

Standard equipment includes adaptive cruise control, forward collision warning, pedestrian/cyclist/motorcyclist detection, automatic emergency braking, and intersection/oncoming vehicle assist. Additionally, LSS+ 3.0 includes lane departure warning, lane keep assist, lane centring assist, evasive steering assist, traffic sign recognition, and high beam assist.

Separately, blind spot monitoring and rear cross-traffic alert are also standard. Optional upgrades include a surround-view camera system and parking assistance with automatic braking. Lane change assist, front cross-traffic alert, and traffic jam assist, which allows for hands-off driving in stop-and-go traffic, are also available.

Proactive Driving Assist is a new feature and part of LSS+ 3.0. When activated, it can automatically use the brakes and steering to keep a safe distance from vehicles ahead and steer clear of obstacles. In some Lexus models, this technology feels intrusive. That wasn’t the case in the IS, but we nevertheless turned it off for most of our week in the car. We also turned off the new automatic speed reduction feature, which slows the car down too much in curves.

With those technologies deactivated, LSS+ 3.0 proved smooth, refined, and predictable. The hands-on-detection steering wheel makes long-distance driving with the adaptive cruise and lane centring assist a lot more enjoyable, and the available lane change assist function worked well during our test.

With the available front cross-traffic alert system, creep forward when making a right turn at a red light and it notifies the driver if the intersection isn’t quite clear. If drivers are trying to exit a blind alley or enter a street lined with parked trucks, this feature is undeniably helpful.

Safety ratings for the Lexus IS are incomplete. The U.S. National Highway Traffic Safety Administration (NHTSA) hadn’t published any at the time of writing, and the Insurance Institute for Highway Safety (IIHS) had only published ratings in a few categories. These include a Marginal score in the moderate overlap front crash test, Good or Acceptable headlight ratings (depending on trim level), and Good ratings for front crash prevention tech in both vehicle-to-vehicle and vehicle-to-pedestrian testing.

The Genesis G70 is the value leader in this segment. That car’s primary problem is its genuinely inhospitable back seat, a flaw it shares with the undeniably affordable Cadillac CT4. The Caddy suffers a distinct lack of overall refinement, and the G70’s available V6 engine isn’t very fuel-efficient. So, while these two rivals seem like deals, they come with a few flaws.

At the other end of the segment, there is the Audi A5, the BMW 3 Series, and the Mercedes-Benz C-Class. They’re all more expensive than the Lexus, but they’re also more fuel-efficient. BMW includes a complimentary scheduled maintenance period of three or four years, while the Genesis offers the same for five years. The Audi has no complimentary maintenance but is the only one in the class to earn a Top Safety Pick+ rating from the IIHS, and it has a handy sportback design for added utility.

The 2026 IS lands in the middle of this mix. It offers a longer powertrain warranty than rivals at six years or 110,000 kilometres. Buyers get two complimentary scheduled maintenance visits at one and six months. The connected service trial subscriptions are generous, though, and its starting price seems like a real bargain considering the IS model’s track record for reliability. The potential fuel bill is no joke, though, especially for those who regularly drive in the city.

Ultimately, the Lexus IS blends rewarding driving dynamics with quality materials and favourable reliability. With proper maintenance, it will likely last a long time without requiring many repairs. If that’s the kind of cost-effectiveness buyers are looking for, they’ll find it in the updated and upgraded 2026 IS 350.