Tentatively called V90, Volvo’s next wagon will reportedly retain the Concept Estate’s sporty silhouette but pack a noticeably longer wheelbase and four doors. The front end will make the jump to production essentially unchanged, meaning the V90 will boast T-shaped LED daytime running lights and a floating radiator grille with horizontal slats.

The V90 will be powered by Volvo’s new Drive-E engine family which includes several turbocharged four-cylinder engines as well as a four-cylinder with both turbocharging and supercharging technology. German magazine Auto Bild reports the wagon will pack anywhere between 120 and 306 horsepower depending on what lies under the hood.

A plug-in hybrid model powered by Volvo’s new Twin Engine technology will join the lineup later in the production run. The drivetrain will use a turbo four and a small electric motor linked to a compact battery pack to return what Volvo promises will be class-leading gas mileage.

Scheduled to land in showrooms in 2015, the 4C Spider will be essentially identical to the 4C Spider Concept that bowed earlier this month at the Geneva Motor Show. It will be equipped with an integrated roll bar and a removable roof panel made out of a lightweight material such as carbon fiber.

While the 4C coupe features oft-criticized headlights that give it a bug-like look, the Spider will come standard with regular units expected to be similar to the ones found on the concept. Interestingly, coupe buyers will be able to order their car with the more conventional units at no extra cost.

Power will come from a turbocharged and direct-injected 1.7-liter four-cylinder engine mounted behind the seats. The four-banger will send 240 horsepower and 258 lb-ft. of torque to the rear wheels via a six-speed dual-clutch transmission.

The 4C Spider will reach 62 mph from a stop in approximately 4.5 seconds and go on to a top speed of over 155 mph. Brembo brakes on all four corners will keep the power in check.

The 2015 Alfa Romeo 4C Spider could greet the public for the first time next October at the Paris Motor Show and go on sale in the U.S. shortly after.

France’s Renault has lifted the veil off of the new Trafic, a front-wheel drive commercial vehicle aimed at the heart of the lucrative mid-size van segment.

Marking the nameplate’s third generation in 33 years, the next Trafic gains bolder styling inspired by recently-introduced Renault products such as the redesigned Megane and the Captur crossover. Buyers can choose from two wheelbase lengths, two roof heights, a passenger-carrying model with room for up to nine passengers and a chassis-cab.

Mechanically, the next Trafic is offered with a brand new 1.6-liter four-cylinder turbodiesel engine offered in several power tunes including a 160-horsepower twin-turbo variant that enables the van to return 39 mpg in a mixed European cycle. A plug-in hybrid drivetrain is expected to join the lineup later in the production run in order to help Renault comply with strict CO2 emissions that will come into effect across Europe before the end of the decade.

When it goes on sale, the Trafic will square off against the Toyota ProAce, the Volkswagen Transporter and the cargo-hauling variant of the Mercedes-Benz V-Class.

GM sibling

General Motors’ Germany-based Opel division will build its own version of the Renault Trafic dubbed Vivaro. The Vivaro will be identical to the Trafic inside and out save for a brand-specific front fascia.

At the time of writing GM is not planning on selling the van in the United States.

The images confirm the yet-unnamed car is loosely inspired by the New Energy Vehicle (NEV) concept that bowed at the 2012 edition of the show. The concept’s arched roof line and sculpted flanks have been retained, but the production car gains a more realistic front fascia and loses the show car’s suicide rear doors.

Interior pictures are not available but the car will likely get an upscale cockpit crafted with high-quality materials in order to take on the top end of the EV market.

Denza has revealed the car rides on a modified version of the last-gen Mercedes B-Class’ platform. Technical details are being kept under wraps but rumors indicate it will be powered by an all-electric drivetrain consisting of a lithium-ion battery pack and an electric motor that spins the front wheels.

With the battle of the full-size pickups continuing to heat up, we were curious as to how Toyota’s entry in the segment is doing.

Fresh from an updating for 2014, the Tundra has received a few nips and tucks here and there, but its platform and powertrains carry over largely unchanged. Are the revisions enough to turn the truck into a real player?

We spent a week in a Tundra Platinum CrewMax 2WD to find out.

What is it?

The 2014 Toyota Tundra is a light-duty, full-size rig built in the state of Texas, where the state bird may as well be a pickup truck.

Our tester was powered by a 5.7-liter “iForce” V8 engine that produces 381 horsepower at 5,600 rpm and 401 lb-ft of torque at 3,600 rpm. A 270-horsepower 4.0-liter V6 and a 310-horsepower 4.6-liter V8 are also available. All three are mated to a six-speed automatic transmission, while our rear-wheel-drive model was fitted with a 4.3 ratio rear axle and boasted a 9,900-lbs. maximum towing capacity.

Built on a boxed frame chassis, the Tundra utilizes a front double wishbone suspension with stabilizer bar and gas shocks, while the rear is a live axle with trapezoidal multi-leaf springs and inboard-mounted gas shocks. Load leveling-equipped, the shocks always maintain a level footing, even while towing. Steering is via a tried and true hydraulic rack and pinion setup.

Fully configurable for those needing more, the Tundra is offered as a Regular Cab with two doors, a Double Cab with two smaller rear doors or, like ours, a CrewMax with full-size rear doors and ample space for five passengers. Short (66.7 inches) or long (78.7 inches) cargo boxes can be spec’d, and four-wheel-drive is of course available.

The Tundra comes in a variety of grades, depending on the needs of the buyer. These include base SR, mid-grade SR5, Limited, Platinum, and the new range-topping 1794 Edition, which is named after the founding date of the Texas ranch that the Tundra factory is built on. Too much concept, if you ask us, but it sports a western theme and is designed to compete directly with Ford’s King Ranch F150.

What’s it up against?

The Tundra is pitted against the capable Ram 1500, with its nicely furnished interior and eight-speed automatic, as well as GM’s recently-redesigned glimmer twins, the GMC Sierra and Chevrolet Silverado. Then, of course, there’s the Ford F-150, which will soon launch as an all-new 2015 model with lightweight, aluminum-intensive construction. The Tundra has some serious competition to contend with.

How does it look?

Of all the medium duty full-size pickup trucks currently on the market, the Tundra and the Ram 1500 possess the two faces that closest resemble the brutish toy trucks we remember as children. But the reality is that all the trucks in this segment share imposing looks. Some are just more imposing than others.

The refreshed Tundra’s styling is less bulbous and now more creased than its predecessor, but it’s more evolutionary than revolutionary. Gone are the soft, roundish curves in favor of more rigid and squared-off character lines that impart a feeling of strength and power. Our Platinum featured a new subdued platinum-colored grille and a bevy of scoops, both functional and faux. LED lighting finds its way to the rather prominent leading edge of this truck, and a rearview camera is newly standard to assist with backup and one-person trailer connections. A Tundra logo is now stamped into the rear tailgate, again to show how strong the vehicle is. The trailer towing electrical pickup is located above the receiver hitch, embedded directly into the rear bumper, which should add to the overall durability of the connections.

And at the rear of it all, chrome exhaust tips are like dessert at the end of a meal.

And on the inside?

The interior design gurus at Toyota have seen fit to make the Tundra’s cabin a competent and functional space that most everyone can live with. The information pod sports a new set of analog-display gauges, which result in a look that we describe as pretty rudimentary. The dials and knobs on the centerstack are now nearly three inches closer than in the previous model, allowing for easy access instead of what used to be an epic reach across the console. The new Entune-equipped Navigation system with its seven-inch display screen lets users take advantage of smartphone apps to enable various functions including XM NavTraffic, XM Weather, reviews from Yelp, and more. We are blown away by the fact that it has a 3D map display mode, which mysteriously has yet to find its way into some of the interiors of its high-end Lexus cousins.

The interior of our CrewMax was cavernous and featured typical Toyota build quality. Seating now features a new design and improved ventilation over the previous version, along with a rear seat that folds up for increased cargo-hauling capabilities.

Despite the high-tech accoutrements and solid design, the interior suffers when compared to its competition. With its diamond-tufted leather panels over the glovebox and seat backs, along with a high-quality pebble grain material across the dashboard, the Tundra’s interior will most likely satisfy the faithful, but not if they have recently driven one of the other available trucks. To many a driver’s dismay, there is a distinct shortage of USB chargers and power ports, which are quickly becoming de rigueur in the connected vehicles and mobile offices that large trucks are becoming today.

But does it go?

The Tundra’s 5.7-liter V8 supplied stout acceleration with only a gentle jab of skinny pedal, letting you pass highway traffic in a single bound. Steering is very direct from the traditional hydraulic rack and pinion system, which turns out to be quite responsive and transmits loads of good feedback from the road.

On the downside, we noticed that the Tundra tends to have a magnetic personality when it comes to passing gas stations; officially, the EPA rates the 5.7-liter rear driver’s fuel economy at a simply dismal 13 city/18 highway mpg. A cylinder-deactivation system, direct injection and/or an eight-speed automatic would likely do much to lessen the pickup’s drinking problem. Additionally, we did notice a fair amount of wind noise, which was probably a result of the pull-out towing mirrors.

Road handling abilities of the Tundra were typical of such a full-sized brute. Firm and rigid, it displayed good, but truck-like road manners, albeit not the type that encouraged corner cutting and sportscar maneuvering. In our estimation, the Tundra’s ride quality also lags that of offerings from other brands.

Leftlane’s bottom line:

A solid offering with durability and towing capability to spare, the refreshed Tundra is nonetheless not as efficient or sophisticated as the Ram, F-150 or GM duo. We’re sure it will appeal to the brand faithful, but if prospective buyers are looking for a high level of comfort and content, they’d be well advised to check out the other contenders in the segment before signing on the dotted line.

2014 Toyota Tundra Platinum CrewMax 2WD base price, $44,270. As tested, $45,794.

Running boards, $345; Alloy wheel locks, $81; Spare tire lock, $73; Bedliner, $365; Destination, $975; Heated trailer towing mirrors, -$315 discounted.

Photos by Mark Elias.

Porsche’s chief has revealed the first details of the brand’s upcoming four-cylinder engine.

Set to be utilized in future Boxster and Cayman models, the four will be a modular mill that shares a 180-degree, horizontally opposed layout with Porsche’s six-cylinder motors, company president and CEO Matthias Müller told Auto Motor und Sport.

“We will continue with the downsizing strategy and develop a new four-cylinder boxer engine, which will see service in the next-generation Boxster and Cayman,” said Müller, adding, “We will not separate ourselves from efforts to reduce CO2.”

Output for the boxer four is said to range up to 395 horsepower, presumably with the aid of one or more turbochargers. Whether it will replace or supplant the Boxster and Cayman’s current 3.4-liter flat-six, which makes 335 ponies in the Cayman GTS, is unknown.

Porsche insiders suggested last year that the boxer four’s debut was at least three years away, meaning it will likely arrive in showrooms no earlier than 2016.

A four-cylinder engine has not been part of Porsche’s lineup since the 968 was discontinued in 1995.

As the name implies, the new package centers around a unique Crimson Red Metallic paint. The exterior is further differentiated by 18-inch Manoogian dark-silver painted wheels and a ground effects package with a color-matched front splitter, rocker moldings, rear diffuser and spoiler.

Buyers can choose from four different interior environments, including Morello red with jet black accents; caramel with jet black accents; jet black with jet black accents; or light platinum with jet black accents. Each package offers a heated microfiber steering wheel, microfiber suede shift lever and heated front seats.

The special edition is available with the ATS’s four-cylinder 2.0T engine with 272 horsepower, or the V6 3.6-liter mill that promises 321 ponies. The latter engine is available with all-wheel-drive, or with rear-wheel drive and Cadillac’s Track Package refinements.

The Crimson Sport packages will be headed to showrooms later this month, with prices starting at $46,010 for the 2.0T model and $51,010 for the 3.6L Premium Collection.

Through the first two months of the year Volvo’s sales sank 20 percent to just 7,783 units, but Samuelsson is optimistic that the launch of the new V60 wagon and a new rage of efficient powertrains will turn things around for the company during the latter half of the year.

“It will be a tough year and a year of turnaround,” he told Automotive News. “But we have a new team, strategies and tactics in place.”

Samuelsson forecasts Volvo will deliver 65,000 vehicles in the U.S. This year, up from 61,233 in 2013.

Volvo is predicting an even bigger sales jump next year as the automaker rolls out an all-new version of its XC90 crossover. Following the launch of the new XC90, Volvo will update its S80, XC60 and XC70 models.

Although not confirmed, Volvo could eventually launch a new coupe or shooting brake based on its recent trio of concept vehicles.

Photo by Mark Elias.

Described as a “personal mobility vehicle,” the i-Road blends features of a city car and a motorcycle. Drivers are fully enclosed in a small cabin with room for one passenger and no need for helmets.

The three-wheel platform utilizes Active Lean technology to keep the tall body vertical on uneven surfaces and shift the center of gravity while rounding corners. It is powered by a lithium-ion battery pack with a range of approximately 30 miles, delivering power electric motors mounted to each front wheel.

Toyota promises that the production model features improved visibility and maneuverability compared to the concept build that was first unveiled at the Tokyo Motor Show last year.

The company hopes to gauge the effectiveness of the compact EV in everyday driving on urban streets. Members of the general public have been invited to join the test program, along with researchers and industry experts.

“Feedback will be collected concerning driving feel, user satisfaction, ease-of-use in urban areas, and impact on destination choices,” Toyota notes.

The program will run from March 24 until early June.