The current Lexus IS was the very first car assignment I wrote about in early 2021. Being new to the industry at the time, that encounter was nothing more than an “around the block” test drive and a showroom photo-shoot session. That roughly 10-minute test drive of the F Sport variant was enough to mesmerize the then 22-year-old me into developing a car crush on this.

With the elegant yet sporty body, the silky-smooth engine, and the linear power delivery that left me flabbergasted, I knew I had to eventually buy one.

Fast-forward a couple of years, a lot has happened. I’ve gone through many cars that would downright embarrass it. Inflation, rising gas prices, and even electrification would make this kind of vehicle irrelevant.

Other than a slight feature update, this version of the IS hasn’t been tweaked since 2020.

Just as how there’s no rhyme or reason to infatuation, I still harbor the same feelings that I did three years ago as I sit down in this newest IS350 F Sport.

As I mentioned earlier, not much has changed with the IS. This vehicle’s exterior can be likened to Anne Hathaway, who still looks as striking as ever since her breakout role as Mia Thermopolis in 2001’s The Princess Diaries.

In this era of controversially oversized grilles and overstyled bodies, the IS now has one of the more subdued designs. Only time will tell if it will further age as gracefully as the actress has.

This finish of Sonic Iridium highlights the dramatic kinks and angles under bright lights, but these new staggered 19-inch forged-aluminum BBS wheels complete the package.

I’d be lying if I didn’t say I was utterly terrified of curbs and potholes as a set of these would cost about an eye-watering $7,990 (P465,000) to replace.

Unfortunately, the interior is one place where modern trends have dated it even further.

This configuration with all-black leather upholstery is the least radical and hard-wearing of the other two finishes (White and Pull-Me-Over Red), but this layout hasn’t generally changed since the XE30’s introduction all the way back in 2014.

Case and point: A chunky steering wheel with an old-fashioned cruise control stalk, a self-centering turn-signal stalk, a piano-black (previously matte) climate control panel with overly sensitive temperature controls, and a CD slot.

On the other hand, few other aspects of the cabin aged like fine wine.

These are the center analog clock, the LFA-inspired moving digital gauges, and of course the rock-solid build and the quality materials.

The 10-speaker system is crisp and clear but lacks bass, something a Mark Levinson system would easily resolve.

This is one of the last few Lexus models that uses the older infuriating Remote Touch Interface on the 10.3-inch infotainment.

At least it has Apple CarPlay and Android Auto support, but that’s done over two USB-A ports hidden in the armrest storage. There’s no wireless smartphone integration, USB-C ports, or wireless charging.

Adaptive cruise control, lane-keep and lane-departure assist, and blind-spot monitoring are part of its many safety features, but it just feels wrong to see such a low-resolution reverse camera (and jarring front proximity sensor pop-up) in a luxury car when cheaper cars have 360° cameras.

It doesn’t have the amazing visibility granted by the Toyota New Global Architecture as it still utilizes the Toyota New N/Crown platform, but the eight-way power-adjustable front seats and an electric steering column make it incredibly easy to find the perfect driving position with clear sight lines front and back.

The ventilated front seats are on the sportier side of the Lexus spectrum with decent bolstering. The rear seats aren’t friendly for tall people, especially with the humongous transmission tunnel that would make the middle occupant uncomfortable.

You can fold the rear seats in a 60:40 split, and the 310L boot has a temporary spare tire underneath. It’s not a very practical sedan, but at least you’ll be able to carry a couple of golf bags and your friends.

Yes, the powertrain in this is also old. Which, ironically, is the best part of this car.

Toyota’s tried-and-tested 3.5-liter 2GR-FKS ticks under the bonnet without any form of forced induction or electrification, so that 312hp and 380Nm are all linearly delivered to you. An eight-speed automatic transmission sends power to the rear wheels.

Also notable is the chassis tuning that the engineers have done to this facelift called the Lexus Driving Signature.

Unlike other cars that make driving easy and disconnected, every control has weight and resistance, requiring effort—perfect for an involved driving experience.

The steering has a satisfying heft and road feel. The pedals feel heavy, allowing for fine inputs. Most importantly, the brakes are responsive and firm, but not tiring to operate.

When puttering about in the city, it’s very tame and refined. The compact dimensions and the 140mm of ground clearance are enough for most narrow parking lots and roads, and the incredibly smooth V6 is hushed at low speeds with indiscernible gear changes.

Despite having rubber-band-thin Bridgestone Potenza S001L tires (235/40 front, 265/40 rear), the ride is firm yet comfortable when going over uneven, pockmarked roads.

The interior is well-insulated from noise, especially at highway speeds, but the tire compound is surprisingly noisy, a trade-off for this car’s handling performance.

Being rear-wheel-drive means it’s lively in the corners, but the Torsen LSD and the lightweight wheels add a sense of sharpness when turning in.

Having driven an IS without those back-to-back, the current F Sport is more eager to turn in and lighter on its feet. The brakes have the right amount of stopping power, but produce a lot of brake dust.

You will hear and feel the power push you forward like a freight train that just keeps going and going.

Just throw all expectations of great fuel economy out of the window. My best result on the expressway was 10.6km/L, and in heavy traffic, figures were as low as 3.2km/L. You will see the fuel gauge drop right in front of your eyes.

Of course, the price for admission is now P4,228,000, a figure that might make you blink twice. But as of this writing, the car’s closest competitor being sold here is the BMW M340i Touring, which is an entirely different form factor to begin with.

This is the last and only naturally aspirated V6-equipped, rear-wheel-driven luxury compact sports sedan you can (officially) buy in our market.

It may feel older than most luxury cars, but that’s part of this vehicle’s charm. This may very well be the last ICE-powered IS to be released, as the LF-ZC Concept hints at the future of Lexus’s compact sedan.

This will surely drive up secondhand prices, so if there’s any time to get one, now’s that time.

As for me, outside of my jaded delusions and countless die-cast models, I’ll probably never be able to feasibly own one. But it’s nice to finally get some closure, at least.