Jason Plato will reclaim his spot on the British Touring Car Championship (BTCC) grid after a 12-month sabbatical, having retained his seat with Power Maxed Car Care Racing.

Power Maxed ran a single Vauxhall Astra as an independent entry for the disrupted 2020 season after 98-time race winner Plato dropped out to focus his resources on the 2021 campaign. It will return to fielding a two-car entry this year but has yet to confirm its second driver. 

Two-time champion Plato, who hasn’t raced since winning the last event of the 2019 season, has competed in the BTCC almost constantly since 1997, taking a break in 2002 and 2003 to compete in stock car racing.

The 53-year-old hopes to achieve his landmark 100th victory with Power Maxed in the 2021 season and will make his 600th race start when the first round gets under way at Thruxton. 

Plato said: “Obviously 2020 was less than ideal for many of us, but it gave me time to put a lot of things into perspective.

“I was lucky enough to be able to spend a lot more time than I normally would at home with the family, but I’m itching to get back in a race car now. It’s the longest I’ve been without racing, and it’s made me appreciate just how much I love it, and I’ve really missed my team.

“I’m excited about the future with Power Maxed Car Care Racing; winning the final race in 2019 has lit a fire underneath me, so I’m more than ready to get back out and win my 100th race.”

The 2021 BTCC season will begin later than planned, on 8 May, but is set to still run a 30-race calendar across 10 events. 

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BMW has released new images, a new video and fresh detail of its i4 electric saloon ahead of the car’s unveiling later this year. 

The latest official shots of thinly disguised prototypes were taken as part of the brand’s final phase of dynamic testing of the model, which is closely linked in design to the yet-to-be-revealed 4 Series Gran Coupé. 

BMW claims this fine-tuning will ensure “that the spontaneous power delivery of the electric motor is combined with precisely controllable handling in every situation, fascinating cornering dynamic, optimised traction in all weather and road conditions and perfectly balanced ride comfort”. 

The i4 will get its own damping system design to reduce “dipping movements of the body” under acceleration or braking. An “actuator-related wheel slip limitation” system aims to boost traction and stability, too. 

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The new model, due to go into production in the third quarter of this year before a market debut in early 2022, will be the German firm’s first electric saloon. Along with the regular 4 Series, the new EV has been previewed by various concepts and testing prototypes. BMW claims the i4 “heralds a new era of driving pleasure” and will feature the firm’s “hallmark brand driving pleasure in a particularly concentrated form.”

UPDATED: BMW i4 electric saloon shown in near-production form

BMW has also confirmed that the i4 will make use of its fifth-generation eDrive system, which is also being used on the iX3 and the new flagship iX SUV.

BMW claims the 523bhp motors will allow for a 0-62mph time of around four seconds. The firm says output has been chosen to mirror the power of a V8 engine in current BMW models and claims the set-up will offer “outstanding performance characteristics and exceptionally high efficiency”.

The latest eDrive system is built around a modular system featuring the electric motor, transmission and power electronics in a single housing, which, BMW says, means it can be used for a range of different models and power outputs. The i4 will feature an 80kWh high-voltage battery pack that weighs around 550kg and gives a claimed range of around 373 miles. The battery can be charged at rates of up to 150kW. 

As shown in previous prototype shots, a clear visual link between the i4 and the latest 3 Series can be seen. The i4 will share much of its design with the upcoming second-generation 4 Series. 

However, a side-on view reveals that the new car appears higher off the ground (both in terms of roof height and ground clearance) than the current 4 Series, likely due to a raised floor to accommodate the sizeable long-range battery.

The i4 is scheduled to be built on the same line as standard 3 Series and 4 Series models at BMW’s factory in Munich, Germany. To ensure a smooth production process with existing petrol, diesel and hybrid models, the manufacturer is already running assembly tests with pre-production versions.

Nissan will build EV batteries in the UK in order to comply with the terms of the Brexit deal and has committed to the future of its Sunderland factory.

Batteries for the top-rung 62kWh version of the Leaf electric hatchback are currently produced in the USA and imported to the UK, while lower-capacity 40kWh units are built at Sunderland by Chinese firm Envision Group, which will also handle production of the larger units.

Shifting all battery production to the UK will mean Nissan avoids incurring tariffs on the 70% of Leaf models built for export under the terms of the new trade deal, which states that at least 55% of a vehicle’s material value must come from the UK or EU to avoid penalties. 

Speaking to the BBC, Nissan chief operating officer Ashwani Gupta said: “The Brexit deal is positive for Nissan. Being the largest auto maker in the UK, we are taking this opportunity to redefine auto-making in the UK.”

“It has created a competitive environment for Sunderland, not just inside the UK but outside as well. We’ve decided to localise the manufacture of the 62kWh battery in Sunderland so that all our products qualify [for tariff-free export to the EU].

“We are committed to Sunderland for the long term under the business conditions that have been agreed.”

It has yet to be confirmed whether the decision will create more jobs at the factory, where 6000 people are directly employed in the production of the Leaf, Qashqai and Juke. 

Last week, Nissan UK managing director Andrew Humberstone told dealers nationwide that the Brexit deal “finally gives us some certainty and enables us to plan for the future success of our collective operations across the region”.

Nissan had said that it would be unable to commit to the Sunderland factory in the event of a no-deal Brexit, with the possibility of heavy tariffs making exports financially unviable. 

Sunderland was made the central hub of Nissan’s European operations last year as part of the company’s plan to “leverage the alliance” it has with Renault and Mitsubishi.

As part of the strategy, it has been suggested Renault could move production of its Captur and Kadjar SUVs – which share their underpinnings with the Juke and Qashqai – to the Wearside site. 

According to the Financial Times, Nissan could also bring new models to Sunderland. Citing “people familiar with the company’s planning,” the FT reports that Sunderland is currently running at just over half its potential capacity and names the new X-Trail and Ariya EV as models that could be produced locally. 

Nissan previously scrapped plans to build the X-Trail in the UK in 2019, blaming a drop in demand for diesel and pre-Brexit uncertainty. The company has now said it’s “satisfied” with the terms of the deal, and plans to expand its UK output could reverse the decision on the X-Trail.

Imagine the outcry if the British Grand Prix lost its spot on the Formula 1 calendar, as has come close to happening a few times. It would surely be major news and a huge blow, both to British fans and to the sport itself. We’re not being biased: the heritage of the event is something valuable.

Rallying’s lower profile here meant Britain losing its spot on the World Rally Championship calendar for this year – after organisers failed to secure regional government backing for the event – wasn’t big news beyond the motoring world. But for rally fans, the loss of Rally GB is a shocking gut-punch.

Rally GB has a glorious history going back to 1932, when the RAC Rally – inspired by Autocar – was dreamed up as a sporting showcase of the English Riviera. It was a key part of the first WRC season in 1973 and (aside from 1996, when it counted only for the 2.0-litre title) was ever-present on the calendar – until Covid-19 forced its cancellation last year.

The event has changed beyond all recognition since 1932, of course. After decades as a timed event on public roads, it was transformed by the addition of forest stages in 1960 and eventually grew into a flat-out blast with the world’s best rally drivers tackling some of the toughest forest stages anywhere – usually in horrible conditions in late November.

After decades of Rally GB covering the length of the UK, backing from the Welsh government moved it in 2000 to Wales, where it has mostly remained. That has frustrated some fans, but the truth is that the Senedd’s backing has been vital in safeguarding the event.

But with it looking uncertain for 2021, organisers began to negotiate with other regions. A switch to Northern Ireland – to use some of the fiercest closedroad stages you will find – was on the cards, but the required government funding couldn’t be secured. Thus the WRC will visit Ypres in Belgium instead of Llandudno or Belfast.

Given the vast sums being spent on battling the pandemic, it’s perfectly understandable that regional bodies couldn’t reach a deal to help fund a WRC event – especially with the uncertainty that continues to affect the planning of anything. But it’s still a bitter blow, and not just because of one event.

The whole UK rally scene has struggled in recent years, due to a diminishing number of venues, rising costs and a fading from prominence. The British Rally Championship has struggled and numerous events have been lost. Rally GB hasn’t been immune, with costs rising as entries have fallen.

It’s particularly galling that the WRC has lost Rally GB right after Elfyn Evans nearly won the title. Hopefully, organisers can reach a deal for 2022, whether it’s with Wales or for a bold move across the Irish Sea.

This is a rally with a long, proud history. It would be a huge blow if that were lost.

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Ghost. It’s an appropriate name for the model that sits neither fully in the present nor in the future, at least so far as Rolls-Royce’s product planners are concerned.

On one hand, the arrival of this substantial limousine completes an overhaul for the line-up at Goodwood, which began with an all-new Phantom in 2017, before the arrival in 2018 of the Cullinan crossover (which, inevitably, set new sales records for the company). Now, in the Ghost, we have the Phantom’s not so junior, £250,000 understudy.

The circle is complete, so to speak, and more fundamentally so than you might think. The new Ghost sits for the first time on the same bespoke aluminium ‘Architecture of Luxury’ that underpins its siblings, rather than an adapted BMW 7 Series platform, as was the case when its predecessor was introduced in 2009.

Unlike the Phantom and Cullinan, though, the Mk2 Ghost also points to the future of Rolls-Royce, if not in purely mechanical terms (the company is expected to introduce electric-only vehicles in the foreseeable future, whereas today’s test subject uses an unapologetic 6.75-litre V12 with not one iota of electrical assistance) then in terms of philosophy. Without a hint of irony, Rolls-Royce calls this new approach ‘Post Opulence’. What that means is something less ostentatious and more noble, the ‘antithesis of premium mediocracy’, albeit all within the traditional Rolls remit. Call it the acceptable face of extravagance.

What we’ll now discover is whether Rolls-Royce has done enough to see off stiff competition, which includes Bentley and Maybach. Because whatever language you use to characterise your product, being the one who sets the standard is ultimately what really matters in the ultra-luxury class.

The new DS 7 Crossback Louvre edition brings bespoke styling to the French SUV and introduces elements of the Paris art museum to the cabin.

Priced from £46,530, the limited-run creation gives virtual access to 182 of the Louvre’s most significant installations via its 12.0in infotainment touchscreen, including Leonardo da Vinci’s Mona Lisa and The Wedding at Cana by Véronèse. 

With the new ‘A Day at the Louvre’ feature, users can either search for a specific work or allow the system to suggest a new piece each day. Every item has been “specially selected” by teams from both the museum and the manufacturer and is accompanied by a four-minute podcast discussing and analysing its history.

In addition, buyers of the limited-run model receive a ‘Friends of the Louvre’ pass, which gives free access to the museum’s permanent and temporary exhibitions for one year. 

The car itself can be painted in a choice of blue, black or grey and features bespoke Louvre badging in the style of the distinctive Leoh Ming Pei-designed glass pyramid at the museum’s entrance. 

The Louvre edition is further marked out from the standard 7 Crossback with gloss black exterior trim, unique 20in alloy wheels and pyramid motifs throughout the cabin.

It is based on the top-spec Ultra Prestige car so comes equipped with camera-controlled active scan suspension for improved ride quality and a raft of advanced driver aids as part of the DS Connected Pilot package. 

The UK-spec Louvre edition is powered exclusively by the Puretech 225 petrol engine, giving 222bhp and capable of 39.8mpg on the combined cycle. 

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The Fiat 500-based Abarth 595 hot hatch has been updated for 2021 with new personalisation options and technology upgrades, and will be available to order in February from £17,760. 

The four available variants – 595, Turismo, Competizione and Esseesse – are all powered by an uprated version of Fiat’s turbocharged 1.4-litre four-cylinder engine, producing between 143bhp and 178bhp.

Mechanical differences between each version are minimal, but the more focused Competizione (from £23,060) and Esseesse (£26,560) are fitted with a larger turbocharger, a mechanical self-locking differential, uprated Koni shock absorbers and Brembo brakes with lightweight aluminium callipers. 

As standard, the 595 is equipped with a five-speed manual gearbox, but an automatic option with paddle shifters is available. 

Sport mode has been renamed Scorpion, in reference to the Italian brand’s emblem, and the 7.0in infotainment screen has been updated to show new start-up and shut-down displays. 

The mid-range Turismo, at £20,960, offers new colour choices for its bespoke leather seats, while the Competizione features an Alcantara-upholstered dashboard and can be painted in a new matte blue colour inspired by the 1970s Fiat 131 Abarth rally car. 

A new optional set of 17in alloy wheels are modelled on those worn by the 1990s Lancia Delta Integrale. 

Elsewhere, the top-rung Esseesse gains revised innards for its Akrapovič exhaust system for an enhanced sound, LED daytime running lights are now standard across the range and a flat-bottomed steering wheel is fitted to all cars.

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The conventionally fuelled Fiat 500 model line has been updated for 2021 to coincide with the arrival of the all-new 500 Electric.  

The 500 is now powered exclusively by Fiat’s new 1.0-litre mild hybrid petrol powertrain with 69bhp and 68lb ft, while the 500X is offered with a 118bhp non-electrified 1.0-litre engine or a 148bhp 1.3-litre unit. The 500L gets a 1.4-litre engine with 94bhp.

The 500 city car, 500X crossover and 500L MPV are each available in five new trim levels that promise “a high standard of specification”. 

Pop trim opens the range for all three models, bringing a new Sicilian Orange paint option and blue interior upholstery. Prices start from £13,270 for the 500, £19,860 for the 500X and £18,030 for the 500L.

Higher up the range is Connect trim, which adds an upgraded infotainment system, cruise control, parking sensors, a sports steering wheel, 15in alloy wheels and foglights for the 500. At this level, the 500X gains rear privacy glass, LED daytime running lights and rain-sensing wipers, while the 500L gets colour-coded wing mirrors.

The range splits above Connect, with the smaller 500 receiving a bespoke Dolcevita trim and the two larger cars offered in ruggedly styled Cross trim. Dolcevita, from £15,000, gives the city car retro-inspired design cues, including a colour-coded dashboard and chrome trim details, as well as an optional two-tone livery. Cross brings camouflage-style seats, a chunky bodykit and a raft of added equipment for the bigger cars from £20,430.

The three 500 variants share a top-spec Sport trim, which brings optional matt grey paint and bespoke badging, performance-inspired wheels and added interior technology. 

Fiat will start taking orders for the refreshed model range in early February, with customer deliveries following shortly afterwards.

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The shortlist of seven nominees for Car of the Year 2021 has been announced, chosen from 29 eligible candidates.

Cars must essentially be new and available in at least five European countries at the time of voting; the seven finalists are the Citroën C4, Cupra Formentor, Fiat 500, Land Rover Defender, Skoda Octavia, Toyota Yaris and Volkswagen ID 3.

Some 60 judges representing 23 European countries select the shortlist in a simple vote (including yours truly from Autocar). Second-stage voting takes place between now and the end of February, with the winner to be announced in March.

Traditionally, the announcement takes place in Geneva on the eve of the motor show. This year, the announcement will go ahead on 1 March but broadcast from a location still to be determined.

The second-round vote, which decides the winner, is more complex than the first round. Each juror gets to allocate 25 points across the seven cars. They can give no more than 10 points to any one car, can’t place two cars in equal first place and must give at least five cars some points.

There are six jurors from the UK: me, Autocar senior contributing writer Andrew Frankel, ex-Autocar road tester Vicky Parrott, occasional contributor Andrew English and two very nice people who I think I’m obliged to pretend don’t exist because they write for the enemy.

Normally, we would get together to drive all the candidates on the same roads at the same time, typically near Silverstone, then eat some sandwiches while arguing, before going and independently allocating scores exactly as we wanted to anyway. This year, we will somehow work out a way of doing that.

The full adjudication and every single judge’s comments about every car will appear at caroftheyear.org when the 2021 winner is announced.

The 2020 winner was the Peugeot 208; in 2019, the Jaguar I-Pace won on a countback after it and the Alpine A110 finished in equal first place (the Jaguar received more first-place nominations, which gave it the nod).

Car of the Year, which has been running since 1964, has added three new sponsors to its ranks for 2021. Nine automotive publications from nine countries now support the independent organisation and provide all of its funding; it accepts no manufacturer sponsorship. Manufacturers don’t get charged to enter or even to decide whether they enter; if they’re eligible, they’re in. Not all new car awards are the same.