Gasp! Rolls-Royce is set to break with more than a century of tradition and build a ‘radical SUV’.

Details have emerged that Roller execs have been given the green light by parent company BMW to build a 4X4 off-roader, with detailed plans already drawn up.

If built, it will be the first ever 4X4 to wear the iconic Rolls-Royce ‘Spirit of Ecstasy’ bonnet ornament since the company was founded over a century ago.

It will also see Rolls-Royce go head-to-head with Porsche, Lamborghini and Bentley in the hotly contested, and rapidly expanding, luxury SUV market.

But an SUV isn’t the only new Rolls-Royce expected to hit the road.

Since the closure of the Tonsley Park assembly plant in 2008, Mitsubishi Motors Australia has struggled to come to terms with both its past and future.

Staff have come and gone, managing directors have been rotated like Aussie fast bowlers, and the GFC strangled the vital supply of new product from Japan.

But now, finally, the Mirage mini-car signals there’s been a good look in the mirror, a clean-up, a clean-out and a decision to look forward not back.

This change is not really obvious from the car itself, which is a simple 1.2-litre triple-cylinder front-wheel drive, with orthodox strut/torsion-beam suspension, housed under an anodyne body measuring 3710mm in length.

No, it’s more about the driveaway launch pricing, sweetened by a tradeable $1000 gift voucher that means you could (and maybe still can) get into a base-model manual Mirage ES for as little as $11,990.

So a competitive price – which its predecessor the Colt never achieved – but good equipment, too.

Standard across the range are six airbags, Bluetooth connection and streaming, USB and AUX input, CD player, electric windows, remote central locking, air-conditioning, leather-clad wheel with audio and phone controls and space-saver spare.

A five-speed manual is standard on all models, a CVT optional. So in a class where price and equipment counts for virtually all, Mitsubishi is presenting a vehicle that doesn’t have an obvious weakness.

That’s why it’s declared an ambitious 1000 sales-per-month target. That would easily eclipse such rivals as the Nissan Micra, Suzuki Alto, Holden Barina Spark and the Volkswagen Up, and take it into the realms of the most serious players, the four-cylinder Toyota Yaris, Mazda2 and Hyundai i20.

In some ways the Mirage stands up to such a comparison. In other ways, it doesn’t.

Space utilisation is pretty darn impressive. You really can fit four adults in here, thanks to the flat rear backrest and thin front seats. So while a majority of buyers will be single young females, carrying mates won’t be a problem.

However, ferrying them at any sort of pace will be.

The little triple has double overhead cams, four valves per cylinder and Mivec variable intake valve timing, produces 57kW and 100Nm, and throbs and vibes away with lots of enthusiasm but not that much effect.

Mitsubishi doesn’t make a 0-100km/h claim and we didn’t time it on the drive. Not sure we ever went that fast.

And the rest of the drive? Well, the suspension stops your backside from bumping on the ground, the brakes work, and the steering alters your course. We probably should critique.

But at this price is there really that much point?

WITH Audi’s Q3 premium compact and smart, affordable crossover alternatives such as Kia’s Sportage, Mitsubishi’s Outlander and Subaru’s XV stealing customers, BMW is fighting back with a wide-ranging mid-life upgrade of its X1.

This embraces styling changes inside and out, a revised choice of petrol and diesel engines, optional eight-speed auto and fuel-saving measures including brake-energy regeneration, auto start-stop and an Eco mode.

In fact, the base X1 sDrive18d, with 105kW and 320Nm, returns an amazing combined 4.9L/100km.

The rear-drive X1 sDrive versions come with diesel or petrol engines, as does the all-wheel-drive xDrive with its so-called intelligent system, which varies the power transferred to front and rear wheels as required.

Whether diesel or petrol, the engines are all turbocharged 2.0-litre fours of different outputs giving accelerative performance ranging from adequate (the diesels) to lively (the petrol).

Even the base X1, the $44,900 rear-drive sDrive 18d, gets six airbags, on-board computer, 17in alloys, radar cruise control with auto-braking, rear parking sensors, auto lights and wipers, auxiliary and USB input and Bluetooth.

Its 420-litre cargo area isn’t huge but the X1’s versatility boosts its family appeal. It has a 40/20/40 split rear backrest, and with rear seats down 1350L is on offer.

While the forecast best seller of the revised X1 range is the new entry-level petrol model, the $46,900 sDrive20i, we’re highlighting the new flagship xDrive 28i version here. It’s the hero X1 – the fastest, best equipped and most expensive.

Using the same 2.0-litre twin-scroll turbo-petrol from the Z4 and 328i, the xDrive28i pushes out 180kW and 350Nm, numbers to scare a couple of prominent hot hatches. Claimed 0-100km/h is 6.1sec yet it uses a frugal 7.8L/100km.

The X1’s steering, which polarised people into two camps – one liked the firm weighting, and the other thought it too heavy – now offers a choice of electromechanical power assistance on the rear-drives, and the hydraulic type on the AWD X1s. Both offer agreeable road feel.

I STOPPED short of actually buying a CR-V when my wife and I were looking for a family car a couple of years ago.

I was barely into my 30s and my daughter was in the planning phase; I wasn’t ready to be an SUV owner. Instead, I chose the cooler, quicker Liberty GT wagon.

But I remained an unlikely fan of Honda’s third-generation soft-roader.

Because of that, I was disproportionately interested in the new CR-V. In light of Honda’s patchy recent form, I thought it might stuff up the things I liked about the old car. But the new, Thai-built fourth-generation is easily the best CR-V in the model’s 17-year history.

The $29,990 2.0-litre front-wheel-drive, entry-level model is the new addition, which, while not actually cheaper than the old entry-level AWD, is better equipped and, at 7.7L/100km, both a bit more economical than the new AWD (8.7L/100km) and a lot more economical than the old one (10.0L/100km).

From there, the range works its way through the auto-only all-wheel-drive VTi ($32,990), VTi-S ($36,290) and flagship VTi-L ($42,290). It’s no longer possible to buy a manual all-wheel-drive CR-V.

The new CR-V has a better-looking nose, a Volvo XC60 tail and, its maker claims, is bigger on the inside and smaller on the outside. The spec sheet says it’s 20mm shorter, 5mm taller and the same width as the old one, on an identical wheelbase and tracks.

Inside, there’s a bit less headroom in the front, and rear legroom is about the same as in the old car. The steering, which is now electro-mechanical rather than hydraulic, loses feel and on-centre immediacy. That doesn’t matter like it does in, say, a 911, but it’s a bit of a shame, because the old one steered so well.

A revised version of the old 2.4-litre four delivers 12 per cent more power, using 13 per cent less fuel, without tricky tech. The new 2.0-litre lacks the lug-ability of the 2.4, but both engines sound good and work well with the five-speed auto and six-speed manual. A 2.2-litre turbo-diesel (auto and manual) is due in the second half of the year.

Okay, I’ll come clean: I’ll probably never be ready for an SUV, but if I was, right now, the Honda CR-V would be it.

Hot on the heels of the advance showing of its new VF Commodore, Holden has released pics of the Ute and Sportwagon variants.

These derivatives share the VF’s new frontal treatment, but remain outwardly unchanged from the soon to be superceded VE model at the rear.

They will also pick up the VF’s completely restyled interior, with sweeping dash and electronic gee-whizzery, including GM’s ‘MyLink’ infotainment system, ‘Rear Cross Traffic Alert’, ‘Advanced Park Assist’, Head-up display’, and keyless push-button start.

The VF, in sedan, ute and wagon form will be released for sale mid-year.

For details on the new VF pick up the March issue of MOTOR magazine: on sale now.

Renault Sport Techologies, the French maker’s race and performance road car specialist, has taken the wraps of its new generation Clio RS200.

The much-anticipated ‘hot hatch’ is powered by a 1.6-litre turbo four producing 147kW/240Nm, married to a six-speed, dual clutch gearbox.

Thanks to launch control tech, the compact three door is claimed to sprint from 0-100km/h in 6.7sec, and features Normal, Sport and Race modes for the engine and transmission.

Renault Sport’s specialty is chassis tuning, and the new Clio RS features a tricky electronic diff and a hydraulic compression suspension system incorporating parallel, secondary dampers.

Local launch is scheduled for early 2014, with pricing to be confirmed later this year, but we’re guessing it will weigh in around $38K.

Poor man’s 911? Don’t believe it.

In fact, until the 991 911 range is filled out with the superstar Turbo and GT models, the second-generation Cayman S is the most focused and fun car Porsche currently makes.

The international launch of the new Cayman was held on the challenging, and occasionally glass-slippery, roads of southern Portugal. Throw in a morning on the demanding roller coaster turns of the Autodromo Internacional Algarve, and you’ve got a recipe for serious fun.

In full attack spec (seven-speed PDK, carbon ceramic brakes, Sports Chrono etc), a Cayman S has lapped the 21km Nurburgring in 7:55; that’s 11 seconds faster than the previous model and just 15 seconds off the time set by the 991 Carrera S.

For those not mathematically inclined, that’s seven-tenths of a second slower per kilometre on the world’s most demanding race track. Around somewhere like Wakefield Park, the difference would be non-existent.

The entry-level Cayman adopts the 2.7-litre flat-six also used by the base Boxster, but has 7kW more grunt with 202kW at 7400rpm. Torque is up 10Nm over Boxster with 290Nm from 4500-6500rpm.

The six-speed manual hits 100km/h in 5.7 seconds, while the optional seven-speed PDK does in 5.6 or 5.4 when optioned with launch control-enabling Sports Chrono. The Cayman S runs a 239kW 3.4-litre flat six, which is up 7kW on the Boxster S and down 18kW on the 3.4 of the base 911. There’s 370Nm, again up 10Nm on the Boxster S and down 20Nm on the base Carrera. Equipped with a stick shift, the Cayman S hit 100km/h in five dead, 4.9 with PDK or 4.7 with Sports Chrono. The manual S is now knocking on the door of junior supercardom with a 283km/h top speed (281 for the PDK).

But like most Porsche, the Cayman is not about numbers. Instead, it’s about a communicative driving experience and the new car (especially the S) is brilliant. It stays flat during hard cornering, it has an amazingly supple ride (even on optional 20-inch alloys) and it goes very hard. Oh, and it sounds stunning.

On sale in Australia in late April, the Cayman starts at $115,500 for the six-speed manual (the seven-speed PDK base car costs $120,800) – an increase of just $400 over the old entry-level model. The six-speed manual lists at $150,400 (up $2900), with the PDK a further $5300. The elephant in the showroom is the price difference over the mechanically similar (but not identical) Boxster and Boxster S models. Respectively, the new Cayman and Cayman S are $8500 and $17,100 pricier than the Boxster models. There are some spec difference (marginally more power and torque), but some will see the difference as a price gouge.

UK publication Autocar, while noting the price disparity, said the Cayman S is the world’s best value sportscar. We’d agreed and suggest there are very few better cars no matter what the cost.

Who says the fast life has to stop when you start a family? After all, the Audi RS4 wagon has all the ISOFIX mounting points to secure a baby capsule or child’s seat. And I presume that Audi has tested these mounting points while ripping from 0-100km/h in 4.7 seconds, and while demolishing corners and blitzing straights at a race track.

Audi would have, wouldn’t they?

You see, Audi is convinced there is a market for high performance sports wagons. This is why the German brand has been turning out cars like the RS4 Avant for more than two decades. This latest RS4, the third to wear the name (but actually the fourth since the original Quattro-based RS2) is the fastest, the most capable, and the most enjoyable of the breed to date. It has to be, though, because its competition is the Mercedes-Benz C63 AMG Estate. And that car is particularly wicked, and venomously quick.

To tackle Benz’s 6.2-litre viper, the RS4 makes do with a smaller 4.2-litre V8 — same size as the previous RS4. This time it’s got 10 percent more power and more torque, which means more smiles when unleashed. So really its 331kW doesn’t trail the Benz’s 336kW by much at all.

Throw in Audi’s latest quattro all-wheel drive, which shuffles the engine’s power around faster than a Vegas dealer, and the result is staggering.

Wheels grabbed a little wheel-time at Eastern Creek raceway last week, and it’s fair to say we were seriously surprised. It wasn’t so long ago Audi performance cars were understeering pigs. Well, they were. One of the fundamental changes with this latest generation A4 on which the RS4 is based is an engine block pushed further back in the bay. This improves the car’s weight balance and reduces front-end push.

Add to this some clever adaptive suspension and a variable steering rack which quickens the harder you go, and the new RS4 truly is entertaining. It possesses all the attributes of a proper sports car, just not quite in the same quantities as the mechanically identical RS5 coupe. Well, the RS4 is 155kg heavier because it is a wagon after all. So, unlike the RS5, you can put your mountain bikes in the back, or your golf clubs, or your dog.

Just remember to take Fido out before you hit the track.

Audi RS4 Avant Engine 4163 V8, dohc, 32V Max Power 331kW @ 8250rpm Max Torque 430Nm @ 4000-6000rpm Transmission 7-speed dual-clutch 0-100km/h 4.7s (claimed) Fuel economy 10.7L/100km (claimed) Price $149,400 On sale NOW

The production version of Alfa Romeo’s stunning mid-engine, rear-wheel drive sports car, the 4C, is set to make its debut at the 82nd International Motor Show in Geneva (7-17 March, 2013).

Designed by Alfa Romeo and produced in the Maserati plant in Modena, Italy, the concept version of the compact two-seater dropped jaws at Geneva two years ago, and is on track to revitalise the famous Turin-based brand.

Powered by an all-alloy, 173kW/340Nm, 1750cc turbo four, matched with a six-speed dual clutch gearbox, the lightweight 4C uses a combination of carbonfibre, and aluminium for key structural and body elements to achieve a kerb weight under one tonne.

The car will go on sale in Europe in the first half of this year, with a price tag equivalent to just $60,000. Local launch timing and price are yet to be finalised.

In resigning his position as leader of the Catholic Church, His Holiness Pope Benedict XVI will also be handing in the keys to the many ‘Popemobiles’ residing in the Vatican garage.

Special vehicles have been built for The Pope by a variety of manufacturers over many decades.

Mercedes-Benz has featured prominently, but others including Cadillac, Fiat, Ford and Leyland have provided wheels for His Holiness.

Check out MOTOR magazine’s gallery of The Pope’s special machines over the last 80 years.