Hyundai’s initial move into the luxury segment was generally well-received, but it would be difficult to argue that it was flawless. The Genesis wasn’t quite the world-challenging luxury car that the Lexus LS was in 1989, but it performed admirably as a value-oriented alternative, bridging the gap somewhat between the upper tier of premium full-size cars (see: Chrysler 300) and the lower end of the luxury market.

But as the novelty of Hyundai’s upmarket push has worn off a bit over the last several years, the pressure to deliver a quality product has actually increased. After all, once the bloom has fallen, all that is left to judge is the fruit. Was our second bite of the Genesis as sweet as the first? Read on to find out.

What is it?
As in its first iteration, the Genesis sticks to the conventional luxury car formula. In its most basic form, it’s a rear-wheel drive sedan offering gasoline V6 and V8 engines. If all-wheel-drive is your thing, that’s available with the V6, and our tester was so-equipped.

The 3.8L six is one of Hyundai’s best engines. It pushes 311 horsepower and 293 lb-ft of torque–numbers that would have rivaled plenty of luxury V8s not too long ago. It’s no match for the five-liter V8 that is also available, but it’s more than enough to move Hyundai’s luxury sedan down the road in a hurry if that’s your aim.

What’s it up against?
The overhauled Genesis is aimed squarely at the midsize luxury segment, putting it alongside the BMW 5-Series, Mercedes-Benz E-Class, Audi A6, Jaguar XF, Lexus GS, Infiniti Q70 and Cadillac CTS. On the more value-oriented end of the spectrum, it competes with the Chrysler 300, Acura RLX and Lincoln MKS.

What’s it look like?
The common critique leveled against the Genesis’ design is that it is derivative. The grille is often described as Audi- or Bentley-esque. The profile has the whiff of Mercedes-Benz and Infiniti. The rear? Benz again–especially in the lamps and the integrated decklid spoiler.

But while Hyundai may still be searching for its own signature look, we have to say that the new Genesis is an attractive, even handsome vehicle. Even if the individual styling elements may seem to be cribbed from other designs, the overall looks is cohesive and certainly inoffensive.

What we may most appreciate about the exterior styling is how subdued it is–even compared to the car it replaces–without being dour. The brightwork consists of brushed elements rather than chrome, making them eye-catching but not retina-burning. The multi-spoke wheels are intricately but not overly styled. The “Empire State” gray finish on our tester sparkles with metallic fleck up close, but doesn’t glare conspicuously in the sunlight.

Beyond that, what really stands out about the new Genesis is that its exterior elements all carry the appropriate amount of “heft,” appearing sculpted or wrought rather than tacked-on or flimsy. It’s a key component of premium craftsmanship that was lacking in the previous generation.

And on the inside?
On the subject of things that were lacking in the first-generation Genesis, it’s very clear that Hyundai listened to its critics when designing the new car’s interior. The materials are leaps and bounds better, the tech far more current (and more intuitive) and the look more fitting for a luxury cruiser.

While some may be quick to point out that the dash layout is reminiscent of the Sonata’s (and others in the Hyundai showroom), you should know that while the family resemblance may be there, the Genesis is by far the more mature sibling. Panel fit is excellent, lines meet where they should and everything falls within a neat, simple outline (lop the pointy bit off the bottom of the Tesla logo and that’s essentially Hyundai’s dash).

Even better, the new Genesis does the little things better than before. The seats are tighter, more sculpted and much prettier to look at. Gone are the flat-bottomed, nearly untextured buckets that would promptly eject any driver testing the grip limits of the old five-liter R-Spec’s summer tires. Our tester, equipped with the Tech Package, even included adjustable bolsters along with a thigh extender in its heated and ventilated front buckets.

That same Tech Package also gets you some of Hyundai’s new technological party-pieces, including a vastly improved adaptive cruise control system with stop/start capability, which will maintain incredibly tight following distances and keep pace beautifully, from zero MPH to whatever the Interstate speed limit happens to be where you’re cruising.

But does it go?
Yes, and finally. Hyundai made some noise about handing suspension tuning over to some guest engineers for Lotus, and that’s neat, but what really matters is the end result: a luxury sedan that delivers better-than-passable ride and handling in a segment where both are valuable commodities.

The Genesis is not light. Like its contemporaries, it’s a 4,200-4,500lb machine depending on how you build it. Our all-wheel-drive 3.8L sits just shy of 4,300lbs (not including driver), which isn’t surprising given its hefty road presence. This isn’t an exotic materials showcase (Hyundai produces its own steel, after all) so it’s not light, but it’s not ponderous either.

Get the Genesis out onto a twisty back road, tick the gear selector over into manual mode and let your fingers dance over the (standard) paddle shifters, and you’ll forget all about the ungainly behavior of the debut model.

The steering alone is vastly improved, offering more heft and better feedback. The V6 is flexible and potent, and the eight-speed transmission shifts crisply. The suspension is an excellent compromise of day-to-day compliance and sporty. To anthropomorphise the machine a bit, the old Genesis was tolerant of spirited driving while the new’s response borders on enthusiasm. What could make it better? Rear-wheel drive and that five-liter would do us just fine. Put another way: if you’ve been browsing classifieds for a gently-used 5.0 R-Spec, don’t drive this car. You’re better off not knowing what you’d missing.

Leftlane’s bottom line
Hyundai may not yet have the prestige chops to compete with the best in the luxury segment on the heritage front, but that doesn’t mean it’s incapable of punching above its weight. Value is no longer the name of the game for Hyundai’s upmarket offerings. If the badge isn’t something you consider a feature, give the Genesis sedan a long look. You may be surprised by what you see.

2015 Hyundai Genesis 3.8 AWD base price, $40,500. As tested, $52,450.
Signature Package, $4,000; Tech Package, $3,500; Ultimate Package, $3,500; Destination, $950.

The Environmental Protection Agency is reportedly investigating another potential emissions ‘defeat’ tool in Volkswagen diesel vehicles.

The inquiry is focused on the same EA 189 diesel engines, dating back to 2009, that put VW in the hot seat last month when the EPA first announced non-compliance with federal emissions guidelines. The company later admitted to using a software algorithm to detect when a vehicle was being tested, at which point the engine would run in a special mode to bring emissions down to compliant levels.

The agency is now looking into a second software program that may be implicated in the scandal, but was not disclosed by VW as the non-compliance first came to light, according to Bloomberg.

“VW did very recently provide EPA with very preliminary information on an auxiliary emissions control device that VW said was included in one or more model years,” EPA spokesman Nick Conger said.

The company has suggested the offending software was installed by a few ‘rogue’ engineers, without knowledge of or approval from the corporation or top executives. The programming was implemented as the engine’s development was behind schedule due to emissions problems. Investigators will be attempting to determine how VW’s leadership remained allegedly unaware that engineers had resorted to an illegal defeat device to resolve the emissions hurdle without adding a costly urea-injection system or other hardware changes.

The second software program was reportedly behind VW’s decision to withdraw its certification application for 2016-model-year diesel vehicles. Its primary purpose is said to be related to engine warmup, however VW would have been required to disclose the software to the EPA if it could have an effect on emissions. The alleged disclosure failure could expose the company to additional fines or enforcement actions.

VW has claimed as many as 11 million vehicles could be affected by the scandal globally, likely requiring billions in repair costs. Refit programs are expected to begin next year and could extend into 2017 or 2018 before the offending cars are all compliant.

Fiat Chrysler Automobiles has moved forward with its Ferrari initial public offering, confirming a valuation target for the Prancing Horse marque.

The company will put a nine-percent stake up for sale, with a price range of $48 to $52 per share — equating to a total valuation between $9.2 and $9.8 billion. The figures are closer to analyst estimates, but below FCA chief Sergio Marchionne’s estimate of at least 10 billion euros (~$11.4 billion USD).

The IPO will include 17 million shares placed on the New York Stock Exchange under the symbol “RACE.” The IPO’s underwriters will have an option to purchase up to 1.7 million shares, representing a one-percent stake.

“This offering is intended to be part of a series of transactions to separate Ferrari from FCA,” the company said in a statement. “Following completion of this offering, FCA expects to distribute its remaining 80 percent interest in Ferrari to FCA shareholders at the beginning of 2016.”

FCA shareholders will receive 80 percent of the IPO shares, while the remaining 10-percent stake will be retained by the Ferrari family.

Ford has announced plans to spend the equivalent of $1.8 billion USD on research-and-development initiatives in China.

The US automaker will use the funds to help explore urban mobility projects, connectivity improvements and autonomous technologies, all geared for the needs of Chinese customers.

The company suggests there are will soon be more than a million Sync-equipped vehicles on the roads in China. Drivers in the country also like to use their mobile phones while driving, particularly when stuck in traffic.

In China, Ford’s upcoming Sync 3 infotainment system is said to be the first in-car connectivity solution to support Tencent’s Chelian app, providing access to popular local services such as the QQ messaging app and real-time traffic conditions.

“QQ is China’s largest social-media platform, with more than 840 million active user accounts,” said Ford Motor China chief John Lawler. “As the first in-car system compatible with Tencent’s Chelian app, SYNC is uniquely positioned to become part of the lives of Chinese consumers who want to stay in touch while on the road.”

Ford has partnered with Dida, China’s leading carpooling service, to engage urban residents in Beijing and Shanghai. A pilot project has already served more than 170,000 travelers and accumulated nearly 1.6 million miles.

The automaker is expanding its urban-focused programs to include streamlined vehicle service and online vehicle purchasing via business-to-consumer sales platform Tmail.com.

The company expects “new energy vehicles” (NEVs) to experience sustained growth in the world’s largest automobile market, where customers focus on reducing fuel bills and government regulators work to mitigate emissions. Starting in 2016, the C-Max Energi plug-in hybrid and Mondeo hybrid will complement Ford’s existing lineup.

The company suggests the hybrids and wider availability of EcoBoost engines will reduce average individual fuel consumption of its China-market vehicles by more than 53 gallons annually by the end of the decade.

Many of the new projects will be managed from Ford’s Nanjing Research and Engineering Center, established in 2007, and the upcoming Nanjing Test Center that is currently under construction.

An adventure to the Chihuahuan state of Mexico is one thing. To see the latest version of BMW’s X1 class of Sport Activity Vehicles (their words) is totally another. Combine the two and you come up with an exciting first drive in the 2016 BMW X1 xDrive28i, which although not the first front-wheel-drive offering from the brand, is the first front-wheel-drive offering in the US Market.

BMW took us on a tour of Divisadero, in the Southwestern region of Chihuahua to see the latest in their line of best-selling X1 SAVs. Strap up and tag along as we check it out.

Lane stripes are optional
The road to Batopilas must have been quite the thoroughfare when new, but now it’s a challenging two-lane twisty ribbon with occasional obstructions, falling rocks, single lane bridges and dirt, mud and ruts subbing for two-lane blacktop, which cuts through the west-central part of Mexico. It was exactly the type of road that would expose any of the X1′s shortcomings.

We routed through the home of the Tarahumara people, native Mexicans who were readily identifiable by their colorful clothing walking along our route. Also along the route, free-range cattle, goats, burros, dogs and the occasional and daring groundhog.

New power
Riding on a front wheel-drive-based platform that it shares with some of its MINI cousins, the 2016 BMW X1 xDrive28i will be offered initially with a new version of the BMW modular EfficientDynamics 2.0-liter TwinPower Turbocharged four-cylinder that utilizes a single twin-scroll turbo to produce 228 horsepower and 258 lb-ft of torque. Totally new, and different from the similarly-sized engine found in other BMWs, the company tells us it’s good for a 0-60 jaunt in 6.3-seconds. We say, yeah. At launch, it will be the singular powerplant offering in North America until a business case for any other engine can be made in Munich.

Offering the most powerful engine in the entry-level segment, it is mated to an Aisin-designed, BMW-specified Steptronic eight-speed transmission that matches up to a new, more efficient version of BMW’s xDrive all wheel drive system for all-weather and all-terrain capabilities. This time the xDrive works proactively, constantly varying the traction needs of the vehicle based on readings from sensors that can sense and react as quickly as once every 250 milliseconds. It utilizes a single-speed bevel gear, a two-piece drive shaft unit and a rear axle drive unit with multi-plate clutch to send torque front or backwards. The xDrive’s sensors work in conjunction with the car’s Dynamic Stability Control to offer a derivative of torque vectoring when it senses over- or understeer. Oh, and it includes hillside descent control.

The familiar console-mounted Driving Dynamics Control offered changes from Comfort to Sport, Sport+ and ECO-Pro mode which now features a coast function that senses when the driver lifts off the accelerator and disengages the powertrain for added fuel efficiencies.

The X1 will be offered as a front-driver in other parts of the world, but the SAV will likely only be sold with xDrive AWD in the United States.

New stance and stature
The more things change, well, you know the rest. As with most recent BMWs, the X1 has increased in size, length (175.1-inches), height and width over the model it replaces. To whit, the vehicle grows 1.7-inches taller, has a longer wheelbase (105.1-inches) with shorter overhangs and is now an inch wider, while tracking 2.5-inches wider than its predecessor.

Still, all the design cues that make it a BMW are here. The twin kidney bean grill, the air curtains to flow air over the front tire openings, and the signature LED daylight runners that help identify the car from more than a ¼ mile away are all here. Through fine tuning in the wind tunnels, the X1 is able to achieve a 0.31 drag coefficient.

From a style factor, the X-line design package will be standard. While 18-inch wheels are specified, 19-inchers are available for a $600 upcharge. An M-Sport trim package will be available by the end of this year, with sport seats, paddle shifters, specific wheels and so on.

Interior Design
With a larger exterior comes a new and improved interior. New leather and wood trim helps to set the mood inside what turns out to be a very accommodating space. Other features make themselves noticed including a taller shift lever with a new, lower console and new changeable ambient lighting.

While the gauge binnacle offers a simplistic view of the driver’s world, the occupants will have a choice of 6.5- or 8.8-inch freestanding high definition displays. High gloss black is standard with two wood trim options, as well. Regardless, they extend throughout the cabin so backseat occupants can partake of the luxury that those in the front seat have enjoyed for a while. Speaking of the back seat, there is 1.5-inches more of knee room in the second row seating area. Additionally, the rear seat can slide forward by six inches for more cargo access and are able to recline up to 30-degrees for added rear seat comfort.

The rear seat also has the ability to fold in a 40:20:40 split. The X1′s trunk area holds 27.1-cubic feet of cargo, but grows to 58.7-cubic feet with the seats folded forward.

BMW designers have also included under front seat storage, a seat folding mechanism that’s operable from the rear of the vehicle, and a hands-free tailgate opening mechanism.

Behind the wheel
Power from the newly designed 2.0-liter TwinPower turbocharged four-cylinder engine released all 228-horses from the stable by 5,000 rpm, while the 258 lb-ft of torque were on tap as soon as the tach hit 1,250 rpm. Acceleration was brisk, enabling us to pass the little traffic we encountered along our way without even making the engine breathe hard. The new X1 now takes up nearly as much space as the earlier generation X3. Our initial thoughts had us peg the handling as a bit on the teetering side, as it is a higher riding car, even on 18-inch wheels. By the numbers, the X1 includes 7.2-inches of ground clearance.

Our tester performed well on twisty roads where the torque-vectoring properties of the xDrive helped to control against understeer, especially on decreasing radius turns, which we found on the road along our way to the mining town of Batopilas from an abandoned PEMEX station in the middle of nowhere. It was after we progressed a bit further that the X1 truly had a chance to strut its stuff, dodging downed boulders that made what once were pristine highways now appear like an off-road torture test. The Servotronic electric power assisted steering unit was up to the task with very firm steering feel and feedback in a variety of conditions.

It was at that point that our insides told us to switch from Sport to Comfort mode for a more forgiving jounce on the dirt, gravel, and mud that we encountered along the way. Our insides thanked us by remaining, um, inside us.

We did notice a more than average amount of road noise making its way into the cabin. Due to factors relating to the run-flat nature of the tires and the challenging road surfaces we encountered, we’d say that’s par for the course, and in most cases where the X1 will likely be used, won’t be an issue for most owners.

Leftlane’s bottom line
Middle-aged spread comes to the 2016 BMW X1 xDrive28i. And that’s not a bad thing. With a larger interior, larger capacity and more capabilities, it’s everything that a Sport Utility, er, Activity Vehicle buyer could want.

2016 BMW X1 xDrive28i base price, $34,800. As tested $55,520.

Cold Weather Package, $550; Driver Assistance Package, $1,150; Driver Assistance Plus, $700; M-Sport Package, $2.450; Luxury Package, $1,550; Premium Package, $3,250; Technology Package, $2,550; 19-Inch Alloy Wheels, $600; Space Saver Spare, $150; Panoramic Sunroof, $1,350; Sliding and reclining rear seat adjustment, $300; Harmon-Kardon Premium Sound System, $875; Enhanced USB and Bluetooth installation, $350; Navigatiton System, $1,200; Fineline Wood Trim, $350; Aluminum Trim, $350; Dakota Leather, $1,450; Metallic Paint, $550. Destination fee $995.

Photos by Mark Elias and courtesy of BMW.

Fire risks have prompted a recall for the 2015-2016 Mazda3, affecting approximately 14,400 units in the US market.

The Mazda3′s fuel tank is said to be equipped with a shut-off valve that can allow gasoline to enter the tank’s emissions system. Once enough liquid fuel enters the vapor canister, it can overload the charcoal and leak onto the ground or cause the engine to stall.

“A fuel leak in the presence of an ignition source increases the risk of a fire,” the recall documents warn. “An engine that stalls increases the risk of a crash.”

Service technicians will be instructed to inspect the shut-off valve and replace defective components. The charcoal canister and other emissions components will also be replaced if necessary.

Mazda expects to begin repairing vehicles sometime this month.