IllustrationTHE STEERING STOPS WORKING WHEN TRAVELING AT HIGHWAY SPEEDS OVER LONG DISTANCES. THE ELECTRONIC STEERING GEAR RACK STARTS TO FAIL MAKING KEEPING THE VEHICLE IN A STRAIGHT LINE DIFFICULT. *TR
2014 Lexus Is 250
Owner reports · Recalls · Investigations
Similar to other model years
Owner complaints for the 2014 Lexus Is 250 do not stand out strongly from the model-year median of 35.
About this comparison →How this year compares
Owner complaints by model year
Compare all Is 250 years →Counts vary with age, sales and reporting. They are not failure rates.
What owners reported most
All reported categories
Tap a category to read its complaints. One report may name several components.
When problems were reported
Mileage at the reported incident
110–25K
625–50K
250–75K
175–100K
2100–150K
0150K+
22 reports with mileage · 13 unknown
NHTSA’s mileage field refers to the reported incident, not necessarily the filing date. This shows report counts, not the likelihood of a failure.
What to inspect
Issues worth paying extra attention to based on owner reports.
- Electrical System. Review the 9 owner reports in this category and discuss these concerns during a pre-purchase inspection. Read reports →
- Air Bags. Review the 8 owner reports in this category and discuss these concerns during a pre-purchase inspection. Read reports →
- Suspension. Review the 4 owner reports in this category and discuss these concerns during a pre-purchase inspection. Read reports →
NHTSA owner reports · September 18, 2026 snapshot.
6 crash reports1 fire reports2 injury reports
What owners actually said
35 reportsIMPACT WITH CONCRETE PILLAR. CAR WAS A TOTAL LOSS. DRIVER SUFFERED HEAD INJURY LEADING TO SEIZURE AND THREE BROKEN VERTEBRAE. AIRBAGS DID NOT DEPLOY.
THE VEHICLE IS ALL WHEEL DRIVE. BOTH FRONT TIRES HAVE EXCESSIVE WEAR ON THE INSIDE. THIS WEAR IS SO SEVERE THAT THE CORDS WERE SHOWING ON THE INSIDE EDGE OF THE TIRES, WHILE THE REMAINING PORTION OF THE TIRE LOOKS NORMAL. THE TIRES NEEDED REPLACEMENT AFTER 10,000 MILES. LEXUS HAD PERFORMED AN ALIGNMENT AND ALL SCHEDULED SERV…
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THE VEHICLE IS ALL WHEEL DRIVE. BOTH FRONT TIRES HAVE EXCESSIVE WEAR ON THE INSIDE. THIS WEAR IS SO SEVERE THAT THE CORDS WERE SHOWING ON THE INSIDE EDGE OF THE TIRES, WHILE THE REMAINING PORTION OF THE TIRE LOOKS NORMAL. THE TIRES NEEDED REPLACEMENT AFTER 10,000 MILES. LEXUS HAD PERFORMED AN ALIGNMENT AND ALL SCHEDULED SERVICES. WHEN I QUESTIONED THE DEALER ABOUT THE EXCESSIVE WEAR (LEXUS OF WARWICK, RI), I WAS TOLD THAT THIS WAS NORMAL AND THE CAR ORIGINALLY CAME WITH A FACTORY NOTICE INFORMING THE PURCHASER THAT THE INSIDE OF THE FRONT TIRES WERE PRONE TO EXCESSIVE WEAR. I PURCHASED THE VEHICLE AS A FACTORY CERTIFIED VEHICLE WITH 20,000 MILES ON IT AND DID NOT RECEIVE ANY NOTICE, NOR WAS IT INCLUDED IN THE OPERATOR'S MANUAL.
TAKATA RECALL
LEXUS IS VEHICLES ARE SUBJECT TO EXCESSIVE INNER TIRE WEAR. VEHICLES SERVICED AT LEXUS DEALERSHIP ARE NOT PROPERLY INSPECTED. EVEN AFTER PROVIDING PROPER MAINTENANCE BY THE DEALERSHIP SUCH AS TIRE ALIGNMENT. THE AGGRESSIVE CAMBER APPLIED THESE LEXUS VEHICLES CAN POSSIBLY CAUSE ACCIDENTS BECAUSE DIVERS ARE UNAWARE OF THE EXCESSIV…
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LEXUS IS VEHICLES ARE SUBJECT TO EXCESSIVE INNER TIRE WEAR. VEHICLES SERVICED AT LEXUS DEALERSHIP ARE NOT PROPERLY INSPECTED. EVEN AFTER PROVIDING PROPER MAINTENANCE BY THE DEALERSHIP SUCH AS TIRE ALIGNMENT. THE AGGRESSIVE CAMBER APPLIED THESE LEXUS VEHICLES CAN POSSIBLY CAUSE ACCIDENTS BECAUSE DIVERS ARE UNAWARE OF THE EXCESSIVE WEAR AND OFTEN TIMES ARE NOT TOLD ABOUT TIRE ISSUES AFTER TAKING THEIR VEHICLE TO THE DEALERSHIP FOR SERVICE. PERSONALLY SPEAKING I FOUND MY SELF WITH THIS SITUATION, WHEN DRIVING HOME ON THE FREEWAY. A VEHICLE IN FRONT OF ME DROP SOME CHAIRS THEY WERE CARRYING , I HAVE TO CONDUCT AN EVASIVE MANEUVER. THE CAR FELT A BIT WEIRD AFTER ARRIVING AT HOME. UPON INSPECTING MY TIRES THEY SHOW EXTREME TIRE WEAR. THE NEXT DAY I ARRIVED AT MY LOCAL LEXUS DEALERSHIP AND THE SERVICE REPRESENTATIVE ADVISE ME THAT TIRES NEEDED TO BE REPLACES. THE VEHICLE HAD ABOUT 16K SINCE THE LAST TIRE REPLACEMENT. I MENTIONED TO HIM THAT THE TIRE WEAR WAS UNACCEPTABLE. THE SERVICE REP MENTION TO ME THAT LEXUS IS VEHICLES ARE NOTORIOUS FOR EXCESSIVE TIRE WEAR AND BRAKE WEAR. MY ISSUE WAS NOT WITH THE PURCHASE OF THE TIRES BUT WITH THE LACK OF NOTIFICATION OF THE EXCESSIVE TIRE WEAR. MARCH OF 2018 WAS MY LAST SERVICE TO THIS VEHICLE THEY PROVIDED AN OIL CHANGE AND A VEHICLE ALIGNMENT. THE SERVICE REP MENTIONED THAT CHECKING TIRES AND CHECKING BRAKES WAS NOT PART OF THE INSPECTION PROCESS THEY PROVIDE THEIR CUSTOMERS. I WAS SHOCKED AND APPALLED SPECIALLY SINCE THEY KNOW ABOUT THE TIRE WEAR ISSUES. CHECKING TIRES SHOULD BE THEIR NUMBER ONE PRIORITY IF THEY KNOW THESE ISSUES ARE PERSISTENT ON THIS VEHICLES.
WHEN LOCKING CAR WITH REMOTE, THE GAS DOOR POPS OPEN. THIS IS THE 2ND IS 250 2014 THAT DID THIS.
I EXPERIENCED UNUSUAL REAR TIRE WEAR. I TAKE MY LEXUS IN FOR SERVICE AT THE LEXUS DEALER EVERY 5000 MILES. I PURCHASED THE CAR AT 32,000 MILES. WHEN I WENT IN FOR MY 45,000 MILE SERVICE THIS WEEK, I WAS TOLD I NEEDED 2 NEW REAR TIRES. THEY WERE WORN EXCESSIVELY ON THE INSIDE TREAD AND THE INSIDE WALL HAD METAL THREADS SHOWING. Y…
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I EXPERIENCED UNUSUAL REAR TIRE WEAR. I TAKE MY LEXUS IN FOR SERVICE AT THE LEXUS DEALER EVERY 5000 MILES. I PURCHASED THE CAR AT 32,000 MILES. WHEN I WENT IN FOR MY 45,000 MILE SERVICE THIS WEEK, I WAS TOLD I NEEDED 2 NEW REAR TIRES. THEY WERE WORN EXCESSIVELY ON THE INSIDE TREAD AND THE INSIDE WALL HAD METAL THREADS SHOWING. YES I ALWAYS KEEP MY TIRES PROPERLY INFLATED. OF COURSE I PURCHASED NEW TIRES AND HAD AN ALIGNMENT DONE. I WAS TOLD BY THE LEXUS DEALER AND BY ANOTHER CAR REPAIR SHOP THAT THERE WAS NOTHING THAT I COULD DO TO PREVENT THE TIRES FROM WEARING OUT EVERY 15,000 MILES EVEN WITH A YEARLY ALIGNMENT. THEY BOTH TOLD ME THE FRONT AND REAR TIRES ARE DIFFERENT SIZES AND THEREFORE CANNOT BE ROTATED AND IT WAS SOMETHING ABOUT HOW LEXUS HAS THIS CAR SET UP, SOMETHING WITH THE LOWER CONTROL ARMS OR SOMETHING.I WENT ONLINE TO SOME LEXUS OWNERS FORUMS AND DISCOVERED THAT THIS IS A COMMON PROBLEM WITH THE LEXUS IS MODELS. FROM A SAFETY STANDPOINT I AM CONCERNED THAT THE TIRES WORE SO QUICKLY FROM MY 40,000 TO 45,000 MILE SERVICE AND HAD I NOT TOOK IT IN TO THE DEALER WHEN I DID, I MAY HAVE A SERIOUS BLOWOUT OR SOMETHING. ALSO I AM WONDERING WHY THE DEALER WHO DID MY SERVICE DID NOT NOTICE UNUSUAL TIRE WEAR AT 40,000 MILES.
I HAD A CAR ACCIDENT DUE TO THE BREAK NOT WORKING CAR ACCIDENTS CAUSED BY MECHANICAL FAILURE THE AIRBAG DIDN'T EVEN WORK
MUSTY ODOR WHEN USING AIR CONDITIONING. LEXUS TECHNICIANS TOLLD ME TO PUT AIR SYSTEM ON RECYCLE TO PREVENT SMELL. I DID THAT AND SMELL IS BACK. I HAVE NEVER HAD A CAR DO THIS. AFTER RESEARCH, THERE SEEMS TO BE A PROBLEM WITH THIS MODEL CAR
TAKATA RECALL. I RECEIVED THE SAFETY RECALL NOTICE ON MARCH 2017 AND BROUGHT THE CAR TO LEXUS SAN DIEGO DEALER LOCATED AT KEARNY MESA SAN DIEGO CA ON 25 MARCH TO GET IT FIXED. I WAS TOLD THAT THERE IS NO PARTS AVAILABLE SO THEY PUT ME ON THE WAITING LIST. I CAME BACK AFTER A MONTH AND THE DEALER SAID THAT THERE STILL NO PARTS…
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TAKATA RECALL. I RECEIVED THE SAFETY RECALL NOTICE ON MARCH 2017 AND BROUGHT THE CAR TO LEXUS SAN DIEGO DEALER LOCATED AT KEARNY MESA SAN DIEGO CA ON 25 MARCH TO GET IT FIXED. I WAS TOLD THAT THERE IS NO PARTS AVAILABLE SO THEY PUT ME ON THE WAITING LIST. I CAME BACK AFTER A MONTH AND THE DEALER SAID THAT THERE STILL NO PARTS.
Official recalls
0No recalls in this snapshot.
Model-level recall history does not show whether a particular VIN is affected or has received a repair. Check a VIN with NHTSA ↗
NHTSA investigations
1EA21002 · Desiccated Air Bag Inflator Rupture
Opened Sep 17, 2021 · No close date supplied
Status: open (inferred from source dates) · Air Bags:frontal:driver Side:inflator Module; Air Bags:frontal:passenger Side:inflator Module
From 2000 through 2017, Takata produced millions of air bag inflators using two types of phase-stabilized ammonium nitrate ("PSAN") propellant -- propellant 2004 and propellant 2004L. After prolonged exposure to high temperature cycles and humidity, inflators using propellant 2004 can degrade, causing the propellant to burn too quickly when ignited. The rapid burning can cause the inflator to rupture during deployment, potentially causing serious or even fatal injury to vehicle occupants. See 2016 Blomquist Report at www.nhtsa.gov/sites/nhtsa.gov/files/documents/expert_report-hrblomquist.pdf.Consequently, all frontal inflators using propellant 2004 that do not contain a "desiccant" (a substance that traps and holds moisture) in US vehicles are under recall. These "non-desiccated" inflators either have been or are required to be replaced.In some cases, the remedy part for these recalled inflators was, or will be, an inflator using either propellant 2004 or 2004L that does contain a desiccant. None of these "desiccated" remedy parts (which were installed in older model year vehicles) are currently under recall for a degradation concern. Certain subsets of desiccated PSAN inflators using propellant 2004 for use as original equipment, however, have been recalled for a degradation concern. All Takata inflators produced with propellant 2004L contain desiccant, and none of these desiccated inflators using propellant 2004L are under recall for a degradation concern. There have been no reported field ruptures in any non-recalled desiccated PSAN inflators.It is understood that desiccants fully saturate at some threshold, at which point any additional moisture will not be captured. This means the degradation process observed in non-desiccated inflators using propellant 2004 may also occur in non-recalled desiccated inflators using propellant 2004, assuming additional moisture enters the inflator and high temperature cycling occurs. Based on available information, desiccant saturation can occur within the first five years in the worst environments, and the time required for full saturation is affected by multiple factors. While no present safety risk has been identified, further work is needed to evaluate the future risk of non-recalled desiccated inflators using propellant 2004.Three entities -- Takata (now known as TK Global), the Independent Testing Coalition, and Exponent -- have been studying the long-term behavior of Takata desiccated PSAN inflators using propellant 2004L (as well as 2004) in the presence of moisture and temperature cycling. The research efforts, which include development of predictive modeling techniques and field sample analysis, are ongoing. To date, none of the researchers have identified field evidence showing that propellant 2004L is undergoing a degradation process that leads to aggressive deployment and potential rupture. However, the time in service of such inflators remains short compared to that of the inflators using propellant 2004. Further study is needed to assess the long-term safety of desiccated inflators using propellant 2004L.The Office of Defects Investigation is opening this investigation to examine whether a safety defect related to propellant degradation exists in non-recalled desiccated PSAN frontal inflators manufactured by Takata. This investigation will require extensive information on Takata production processes and surveys of inflators in the field. Lists of recall actions that may have used desiccated PSAN inflators as remedy parts, as well as the makes and models originally manufactured with them, is available with the downloadable version of this document (see nhtsa.gov/recalls?nhtsaId=EA21002 -- note this information is subject to change/revision as the investigation proceeds). This investigation does not supersede EA15-001, which remains open.
Additional source detail variants (2)
Air Bags:frontal:driver Side:inflator Module
From 2000 through 2017, Takata produced millions of air bag inflators using two types of phase-stabilized ammonium nitrate ("PSAN") propellant -- propellant 2004 and propellant 2004L. After prolonged exposure to high temperature cycles and humidity, inflators using propellant 2004 can degrade, causing the propellant to burn too quickly when ignited. The rapid burning can cause the inflator to rupture during deployment, potentially causing serious or even fatal injury to vehicle occupants. See 2016 Blomquist Report at www.nhtsa.gov/sites/nhtsa.gov/files/documents/expert_report-hrblomquist.pdf.Consequently, all frontal inflators using propellant 2004 that do not contain a "desiccant" (a substance that traps and holds moisture) in US vehicles are under recall. These "non-desiccated" inflators either have been or are required to be replaced.In some cases, the remedy part for these recalled inflators was, or will be, an inflator using either propellant 2004 or 2004L that does contain a desiccant. None of these "desiccated" remedy parts (which were installed in older model year vehicles) are currently under recall for a degradation concern. Certain subsets of desiccated PSAN inflators using propellant 2004 for use as original equipment, however, have been recalled for a degradation concern. All Takata inflators produced with propellant 2004L contain desiccant, and none of these desiccated inflators using propellant 2004L are under recall for a degradation concern. There have been no reported field ruptures in any non-recalled desiccated PSAN inflators.It is understood that desiccants fully saturate at some threshold, at which point any additional moisture will not be captured. This means the degradation process observed in non-desiccated inflators using propellant 2004 may also occur in non-recalled desiccated inflators using propellant 2004, assuming additional moisture enters the inflator and high temperature cycling occurs. Based on available information, desiccant saturation can occur within the first five years in the worst environments, and the time required for full saturation is affected by multiple factors. While no present safety risk has been identified, further work is needed to evaluate the future risk of non-recalled desiccated inflators using propellant 2004.Three entities -- Takata (now known as TK Global), the Independent Testing Coalition, and Exponent -- have been studying the long-term behavior of Takata desiccated PSAN inflators using propellant 2004L (as well as 2004) in the presence of moisture and temperature cycling. The research efforts, which include development of predictive modeling techniques and field sample analysis, are ongoing. To date, none of the researchers have identified field evidence showing that propellant 2004L is undergoing a degradation process that leads to aggressive deployment and potential rupture. However, the time in service of such inflators remains short compared to that of the inflators using propellant 2004. Further study is needed to assess the long-term safety of desiccated inflators using propellant 2004L.The Office of Defects Investigation is opening this investigation to examine whether a safety defect related to propellant degradation exists in non-recalled desiccated PSAN frontal inflators manufactured by Takata. This investigation will require extensive information on Takata production processes and surveys of inflators in the field. Lists of recall actions that may have used desiccated PSAN inflators as remedy parts, as well as the makes and models originally manufactured with them, is available with the downloadable version of this document (see nhtsa.gov/recalls?nhtsaId=EA21002 -- note this information is subject to change/revision as the investigation proceeds). This investigation does not supersede EA15-001, which remains open.
Air Bags:frontal:passenger Side:inflator Module
From 2000 through 2017, Takata produced millions of air bag inflators using two types of phase-stabilized ammonium nitrate ("PSAN") propellant -- propellant 2004 and propellant 2004L. After prolonged exposure to high temperature cycles and humidity, inflators using propellant 2004 can degrade, causing the propellant to burn too quickly when ignited. The rapid burning can cause the inflator to rupture during deployment, potentially causing serious or even fatal injury to vehicle occupants. See 2016 Blomquist Report at www.nhtsa.gov/sites/nhtsa.gov/files/documents/expert_report-hrblomquist.pdf.Consequently, all frontal inflators using propellant 2004 that do not contain a "desiccant" (a substance that traps and holds moisture) in US vehicles are under recall. These "non-desiccated" inflators either have been or are required to be replaced.In some cases, the remedy part for these recalled inflators was, or will be, an inflator using either propellant 2004 or 2004L that does contain a desiccant. None of these "desiccated" remedy parts (which were installed in older model year vehicles) are currently under recall for a degradation concern. Certain subsets of desiccated PSAN inflators using propellant 2004 for use as original equipment, however, have been recalled for a degradation concern. All Takata inflators produced with propellant 2004L contain desiccant, and none of these desiccated inflators using propellant 2004L are under recall for a degradation concern. There have been no reported field ruptures in any non-recalled desiccated PSAN inflators.It is understood that desiccants fully saturate at some threshold, at which point any additional moisture will not be captured. This means the degradation process observed in non-desiccated inflators using propellant 2004 may also occur in non-recalled desiccated inflators using propellant 2004, assuming additional moisture enters the inflator and high temperature cycling occurs. Based on available information, desiccant saturation can occur within the first five years in the worst environments, and the time required for full saturation is affected by multiple factors. While no present safety risk has been identified, further work is needed to evaluate the future risk of non-recalled desiccated inflators using propellant 2004.Three entities -- Takata (now known as TK Global), the Independent Testing Coalition, and Exponent -- have been studying the long-term behavior of Takata desiccated PSAN inflators using propellant 2004L (as well as 2004) in the presence of moisture and temperature cycling. The research efforts, which include development of predictive modeling techniques and field sample analysis, are ongoing. To date, none of the researchers have identified field evidence showing that propellant 2004L is undergoing a degradation process that leads to aggressive deployment and potential rupture. However, the time in service of such inflators remains short compared to that of the inflators using propellant 2004. Further study is needed to assess the long-term safety of desiccated inflators using propellant 2004L.The Office of Defects Investigation is opening this investigation to examine whether a safety defect related to propellant degradation exists in non-recalled desiccated PSAN frontal inflators manufactured by Takata. This investigation will require extensive information on Takata production processes and surveys of inflators in the field. Lists of recall actions that may have used desiccated PSAN inflators as remedy parts, as well as the makes and models originally manufactured with them, is available with the downloadable version of this document (see nhtsa.gov/recalls?nhtsaId=EA21002 -- note this information is subject to change/revision as the investigation proceeds). This investigation does not supersede EA15-001, which remains open.