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Austin Metro
1989 Austin Metro
Overview
ManufacturerBritish Leyland (1980–1986)
Rover Group (1986–1998)
Also calledAustin Mini Metro
MG Metro
Rover Metro
Rover 100
Production1980–1998[1]
2,078,218 produced
AssemblyUnited Kingdom: Longbridge, Birmingham (Longbridge plant)
Body and chassis
ClassSupermini car (B)
LayoutFront-engine, front-wheel drive
RelatedMini
Chronology
PredecessorMini
SuccessorRover 25 / (BMW) Mini hatch

The Metro is a supermini car, later a city car that was produced from 1980 to 1998, first by British Leyland (BL) and later by the Rover Group. It was launched in 1980 as the Austin Mini Metro (styled AUSTIN miniMETRO).

The Mini Metro was intended to complement and eventually replace the original BMC Mini, and was developed under the codename LC8. The MG version of the Metro was named "Car of The Year" 1983 by What Car? magazine, and later once more, as the Rover Metro, in 1991.[citation needed]

During its 18-year lifespan, the Metro wore many names: Austin Metro, MG Metro and Rover Metro. It was rebadged as the Rover 100 (full name: "Rover 100 series") in December 1994.[2] There was also a van version, known as the Morris Metro, and later, the Metrovan.[3]

At the time of its launch, the Metro was sold under the Austin brand, and from 1982 MG versions became available. During 1987, the badge lost the Austin name, and the car was sold simply as the "Metro". From 1990 until its withdrawal in 1998, the Metro sported the Rover brand name.

Although the R3-generation Rover 200 (introduced in 1995 and smaller than previous 200 models) had originally been designed as a replacement for the Metro, it was not marketed as such after its launch.[4] The Rover 100 finally ceased production in 1998, being outlived (by three years) by the original Mini that it was meant to replace. 2,078,218 Metros of all types were built.[5]

Austin/MG Metro

[edit]
Austin Metro
1983 Austin Metro Mk1
Overview
ManufacturerBritish Leyland:
BL Cars Ltd (1980–1983)
Austin Rover Group (1983–1988)
Rover Group
Rover Cars (1986–1990)
Also calledAustin Mini Metro[6]
Rover Metro
MG Metro
Morris Metro
Production1980–1990
DesignerDavid Bache
Harris Mann
Body and chassis
Body style3-/5-door hatchback
3-door van
PlatformLC8
Powertrain
Engine0.85 L A-Series I4 (South America)
1.0 L A-Series I4
1.3 L A-Series I4
1.3 L A-Series turbo I4
Transmission4-speed BMC Manual transmission (ADO88/LC8)
4-speed BMC-AP automatic (ADO88/LC8)
Dimensions
Wheelbase2,250 mm (88.6 in)
Length3,400 mm (133.9 in)
Width1,550 mm (61.0 in)
Height1,360 mm (53.5 in)
Kerb weight760–865 kilograms (1,676–1,907 lb)

Plans for a replacement for the Mini had been afoot within BL since the early 1970s, but none of the concepts conceived got beyond the initial design stages, largely due to a shortage of funds at British Leyland, and its eventual bankruptcy and government bailout in 1975. The modern supermini market had evolved during the 1970s, with earlier small cars like the Mini and Hillman Imp being followed mostly by cars of a two-box hatchback configuration, beginning with the Fiat 127 in 1971 and Renault 5 in 1972, with the next five years seeing the arrival of similar cars including the Ford Fiesta and Volkswagen Polo, as well as the Vauxhall Chevette from General Motors (known in West Germany as the Opel Kadett) which was also available as a saloon and estate in addition to the hatchback. These cars gained a decent-sized market share in Britain and most other European markets.

On 8 October 1980, BL introduced the Austin Mini Metro. The roots of the Metro lay in an earlier project denoted as ADO88 (Amalgamated Drawing Office, 88-inch wheelbase), which was intended to be a direct replacement for the Mini. However, poor reception of the ADO88 design at customer clinics and the increasing dominance of superminis in the ADO88's intended market segment forced a major change in the project's focus.[7] In late 1977, BL chairman Michael Edwardes ordered that ADO88 be given an eleventh-hour redesign to make it both larger, and less utilitarian in appearance / more upmarket in nature. It thus became BL's first supermini rather than an economy car. The revised project was given the designator LC8 (Leyland Cars Number 8), and the definitive Metro design would ultimately emerge under the leadership of BL's chief stylists David Bache and Harris Mann. LC8 would replace the more upmarket, lower-volume Clubman versions of the Mini and the lower-spec, smaller-engined variants of the Austin Allegro (which would be fully replaced in the early 1980s by project LC10, which became the Austin Maestro). The ADO88 project had experimented with new engines and suspension systems, but, with limited time and budgets, LC8 would reuse much of the Mini's engineering (the A-Series engine, front-wheel drive via a sump-mounted four-speed transmission, front and rear running gear carried in steel subframes separate from the unitary bodyshell) and borrow the Hydragas suspension system developed for the Allegro. The floorpan and core structure of ADO88 was retained largely unmodified, but every external panel was changed as part of its transition into LC8.

1983 Austin Metro Mk1
Metro GS Mk2

However, while much was shared conceptually with older BL models, LC8 would see these design elements heavily re-engineered and modernised. For instance the A-Series drivetrain was extensively updated with new materials and tooling to become the A-Plus, while the new car would feature 12-inch wheels, and all LC8s would have servo-assisted four-piston front disc brakes with fully split hydraulic systems, as opposed to the entry-level, standard Mini which at the time still had 10-inch wheels and drum brakes all-round. These new drivetrains, wheels, brakes and many other featured developed for the LC8 would be introduced on the Mini not long afterwards, updating the 30-year old design at minimal extra cost, and providing highly desirable economies of scale, given the anticipated sales volumes of the new car. This would make it cost effective for the more basic versions of the Mini to remain in production as an entry-level model for BL, continuing in the market niche originally intended for ADO88, while allowing the LC8 to aim higher, and compete head-on with the generally longer bodied superminis of other brands.

Following the Ryder Report, which prioritized the ADO88/LC8 project, Longbridge was expanded in 1978 with a £200mn robotised body assembly line (known as the "New West Works") to enable it to produce the new model, which it was hoped would sell 100,000 or more units a year in Britain alone. Production of the smaller Mini and larger Allegro was also pruned back to enable the plant to produce as many units of the Metro as possible, with the Allegro finally being axed in 1982 to make way for the Maestro.[8]

The hatchback bodyshell was one of the most spacious of its time, and this was a significant factor in its popularity. The space-efficient interior was also lauded for the novel 60/40 split rear seat, which was standard on higher-specification models. The original Mk. 1 Metros also featured David Bache's signature "symmetric" dashboard design (also used on the Range Rover and the Rover SD1), where the main dashboard moulding consisted of a shelf onto which the instrument binnacle was simply mounted on the left or the right hand side: this arrangement saves the tooling cost of two separate dashboard mouldings for right and left-hand drive models. Initially, the Metro was sold as a three-door hatchback only (as were most of its competitors), with a choice of 998cc (1.0 litre) or 1275cc (1.3-litre) petrol engines. The 1.0 and 1.0L cars, and the van that came out later, had recessed headlamps with indicators and sidelights in the bumper, whereas the 1.0HLE, 1.3S, and 1.3HLS had headlight and indicator as one unit, which was flush-fitting.

The name was chosen by a ballot of BL employees. They were offered a choice of three names, "Match", "Maestro" or "Metro". Once the result was announced, the train-and-bus manufacturer Metro Cammell objected to BL's use of the Metro name. The issue was resolved by BL promising to advertise the car only as the "Mini Metro"; however, after a while "Mini" was dropped from the name.

From late 1982 there were also van versions, known as the Morris Metro. From late 1985, after BL discontinued use of the Morris name, the van was sold as the Austin Metro 310; after the Austin badge was also dropped from the car models, it became simply the Metrovan 310.[3]

The interior of a 1980 Austin Metro Mk. 1

A two-door saloon model was included in the Metro's development, which would have been similar in concept to the Vauxhall Chevette saloon and the Polo-based Volkswagen Derby. However, by the time production of the Metro began, it was decided not to include a saloon version, this niche being filled by the Mini remaining in production; also because only a few of the Metro's competitors were available as a saloon.[9]

BL's last all-new mass-produced car before the Metro's launch was the 1976 Rover SD1.

MG Metro 1300 Mk1
MG Metro Turbo Mk2
The interior of a 1982 MG Metro Mk. 1; the Mk. 2 featured a much updated and revised interior with controls moved away from the centre console and onto the dashboard.

One of the consequences was that there was enormous public interest in the car from well before its launch. The company chose to stage the launch presentations for dealers and major company car buyers on board a cruise ship, the MS Vistafjord. This launch event took place over a three-week period in September 1980 sailing between West Gladstone Dock in Liverpool and the Isle of Man, where guests could drive the car, so long as sea conditions allowed them to land by tender as there was no dock facility for the ship. The news broke in the national newspapers a full year ahead of the public launch with The Sun, among others, carrying the story. It was finally revealed to the public on the press day of the British Motor Show with the British Prime Minister, Margaret Thatcher, in attendance.

The Metro quickly proved popular with buyers, a 19-year-old Lady Diana Spencer being the car's first celebrity owner and was widely believed to have been a gift from her fiancée - the then Prince Charles, and the car was a feature of many paparazzi shots of the future princess taken before her marriage to Charles in 1981. Even then, during the early part of its production life, it was the best selling mini-car in the UK, before being eclipsed by the updated Ford Fiesta in 1984. Its clever interior design made it spacious considering its dimensions, and Hydragas suspension gave surprisingly good ride and handling. Its updated A+ series 1.0 and 1.3-litre OHV engines hardly represented the cutting edge in performance, but they were strong on economy.

In its best year, 1983, more than 130,000 Metros were sold in Britain, only the Ford Escort and Sierra outsold it. This was despite the arrival of a host of new superminis on the British market that year – the Ford Fiesta received a major facelift, and four all-new superminis (the Vauxhall Nova, Fiat Uno, Nissan Micra and Peugeot 205) went on sale in Britain between April and September.

A five-door Metro eventually became available in October 1984.

A major TV advertising campaign was created by the London agency, Leo Burnett which came up with the headline "a British car to beat the world". The advert also featured the similar-sized Fiat 127, Renault 5, Volkswagen Polo and Datsun Cherry as "foreign invaders" and the voiceover spoke of the Metro's ability to "send the foreigners back where they came from". Following the launch of the Austin Maestro in 1983, less of British Leyland's advertising was focused on the Metro. The Maestro initially sold very well, but within five years sales were declining sharply, although it remained in production until 1994.

During 1981, British Leyland confirmed that the Metro range would soon be expanded with more luxurious and high performance versions. The Metro range was expanded in May 1982 to include the luxury Vanden Plas trim level on the Austins and higher performance MG Badged versions; the MG Metro marked a quick comeback for the marque previously used on sports cars until the Abingdon plant making the MG B closed in 1980. The Metro Vanden Plas featured higher levels of luxury and equipment, while the slightly more powerful MG Metro 1.3 sold as a sports model (0–60 mph in 10.9 seconds, top speed 103 mph). The Vanden Plas variant received the same MG engine from 1984 onwards (with the exception of the VP Automatic, which retained the 63 bhp (47 kW) 1275 cc unit). The luxury fittings marking out the Metro Vanden Plas took the form of a radio-cassette player, electric front windows, an improved instrument panel with tachometer, and a variety of optional extras such as trip computer, leather trim, remote boot release, and front fog lamps.

The changes between the MG engine (taken directly from the Mini Cooper) and the standard 1275 included a modified cylinder head, with larger valves and improved porting, altered cam profile and larger carburettor leading to a 20% increase in BHP to 72 bhp. At the October 1982 Birmingham Motor Show the MG Metro Turbo variant was first shown. With a quoted bhp of 93, 0–60 mph in 9.9 seconds, and top speed of 112 mph (180 km/h) this car had few direct competitors at the time, although the growing demand for "hot hatches" meant that it soon had a host of competitors including the Ford Fiesta XR2, Peugeot 205 GTI and Renault 5 GT Turbo.[10] This model had a few addition modifications bolted on over the normally aspirated MG model to give an additional 21 bhp. Aside from the turbocharger and exhaust system itself, and what was (at the time) a relatively sophisticated boost delivery and control system, the MG Turbo variant incorporated stiffer suspension (purportedly with engineering input from Lotus), and an uprated crankshaft of nitrided steel and sodium-cooled exhaust valves.

Both MG variants were given a "sporty" interior with red seat belts, red carpets and a sports-style steering wheel. Early Turbo models also benefitted from a boost pressure gauge: in pre-84 models this was an in-dash LED gauge, relocating to an LCD gauge mounted in an overhead console for early Mk. 2 facelift models (with the boost gauge subsequently being deleted from production in post-85 models). The Turbo also received alloy wheels, wheel arch extensions and front spoiler, and prominent "Turbo" branding. While it retained rear drums, the front disc brakes were changed to ventilated discs, with ventilated front disks being standardised and adopted by all variants from Mk. 2 onwards.[10] Later MG variants were emblazoned with MG branding both inside and out, which only served to fuel claims of badge engineering from some of the more steadfast MG enthusiasts. Others believed that this sentiment was unfounded, particularly in the case of the Turbo variant, due to the undeniably increased performance and handling when compared to the non-MG models.

Mark II

[edit]

A Mark II version of the Metro was introduced in 1984.[11] The October facelift saw revised styling modifications to the Metro's front end including much needed colour-coding such as body coloured bumpers on MG versions, wider suspension subframes, along with a new dashboard design featuring the switches and instruments from the Maestro and Montego. The new dashboard was constructed from fewer but larger plastic mouldings, making it easier to assemble and reducing the potential for rattles and other fitting issues. A major part of the facelift was the introduction of a five-door Metro: This provided another strong selling point for the Metro in the 1980s, since not only did it already boast a spacious and practical cabin for its size, but some of its slightly larger competitors, such as the Ford Fiesta and Volkswagen Polo, did not offer the option of five doors at the time. From 1989, just before the Metro was replaced, three-door versions were given a raised fuel filler, this also coincided with the cars being able to run on unleaded petrol due to hardened exhaust valve seats, three years before EEC regulations made it compulsory for all new cars to have a catalytic converter or fuel injection.

This generation of Metro was still offered as a panel van for some years after the Metro passenger car had been upgraded and renamed as the Rover Metro/100.

A rear spoiler reduced drag coefficient to increase the Metro's already good fuel economy, and the hydraulic clutch (often berated as the cause of the Metro's particularly harsh gearchange) was replaced by a self-adjusting cable-operated mechanism. The lack of a five-speed gearbox would become a major drawback as time went on; the BMC sump-mounted gearbox was never developed to accommodate an extra gear ratio, which was a severe handicap against the opposition – by the mid-1980s the Ford Fiesta, Peugeot 205, Fiat Uno and Opel Corsa/Vauxhall Nova were all available with a five-speed gearbox on larger-engine models.

The Austin Metro was a huge seller in Britain, with more than 1 million being sold over a 10-year production run. The Mk. 3 Ford Escort (1980–1986) was the only model to outsell it in Britain throughout the 1980s, and by December 1989 only the Mk. 3 Ford Escort was a more common model on British roads. However, the first three generations of Ford Fiesta combined outnumbered it by this stage.[12] It remained on sale in automatic-only form alongside the revised Rover Metro in order to cater for this market need until an automatic transmission version of the newer car was available. Some Mk2 Metros therefore have known to be registered on a J-prefix registration plate (indicating an August 1991 registration date).

October 2010 marked the 30th anniversary of the launch of the Metro, by now a very rare sight on Britain's roads.[13]

Launch prices

[edit]
  • MiniMetro 1.0 £3,095
  • MiniMetro 1.0L £3,495
  • MiniMetro 1.0HLE £3,695
  • MiniMetro 1.3S £3,995
  • MiniMetro 1.3HLS £4,296

Engines

[edit]

All Metros were powered by the 4-cylinder A-Series engine, in 0.85-, 1.0- and 1.3-litre options. Outputs varied depending on year and trim level, with a low-compression 1.0-litre option available on lower-specification models suitable for 2-star petrol, an 0.85-litre option available in some South American countries; no other market existed for this engine size.[citation needed]

  • 1980–**: 848 cc A-Series I4, 34 bhp (25 kW; 34 PS) at 5500 rpm and 44 lb⋅ft (60 N⋅m) at 2900 rpm (** = Date last car officially sold is currently unknown)
  • 1980–1983: 998 cc A-Series I4, 45 bhp (34 kW; 46 PS) at 5400 rpm and 53 lb⋅ft (72 N⋅m) at 3000 rpm
  • 1983–1988: 998 cc A-Series I4, 41 bhp (31 kW; 42 PS) at 5500 rpm and 54 lb⋅ft (73 N⋅m) at 3250 rpm (low compression option)
  • 1983–1987: 998 cc A-Series I4, 44 bhp (33 kW; 45 PS) at 5500 rpm and 54 lb⋅ft (73 N⋅m) at 3250 rpm (Metro City)
  • 1983–1987: 998 cc A-Series I4, 46 bhp (34 kW; 47 PS) at 5500 rpm and 54 lb⋅ft (73 N⋅m) at 3250 rpm (Metro Standard/City X)
  • 1980–1984: 998 cc A-Series I4, 47 bhp (35 kW; 48 PS) at 5500 rpm and 54 lb⋅ft (73 N⋅m) at 3250 rpm (Metro HLE)
  • 1987–1990: 998 cc A-Series I4, 47 bhp (35 kW; 48 PS) at 5500 rpm and 54 lb⋅ft (73 N⋅m) at 3250 rpm
  • 1980–1983: 1275 cc A-Series I4, 60 bhp (45 kW; 61 PS) at 5250 rpm and 72 lb⋅ft (98 N⋅m) at 3200 rpm
  • 1983–1990: 1275 cc A-Series I4, 62 bhp (46 kW; 63 PS) at 5300 rpm and 72 lb⋅ft (98 N⋅m) at 3100 rpm
  • 1984–1989: 1275 cc A-Series I4, 71 bhp (53 kW; 72 PS) at 6000 rpm and 75 lb⋅ft (102 N⋅m) at 4000 rpm (Metro Vanden Plas)
  • 1982–1989: 1275 cc A-Series I4, 72 bhp (54 kW; 73 PS) at 6000 rpm and 75 lb⋅ft (102 N⋅m) at 4000 rpm (MG Metro)
  • 1983–1989: 1275 cc A-Series turbo I4, 93 bhp (69 kW; 94 PS) at 6130 rpm and 85 lb⋅ft (115 N⋅m) at 2650 rpm (MG Metro Turbo)
  • 1989–1990: 1275 cc A-Series I4, 69 bhp (51 kW; 70 PS) at 5450 rpm and 75 lb·ft (99 Nm) at 4000 rpm (Metro GTa/MG Metro)

Rover Metro

[edit]
Rover Metro
Overview
ManufacturerRover (Rover Group)
Also calledRover 100 (Europe)
Production1990–1994
Body and chassis
Body style3-door hatchback
5-door hatchback
2-door convertible
3-door panel van
LayoutFront engine, front-wheel drive
PlatformR6
RelatedMG F / MG TF
Powertrain
Engine
Transmission4/5-speed PSA manual
CVT
Dimensions
Wheelbase88.6 in (2,250 mm)
Length134.1 in (3,406 mm)
Width61.6 in (1,565 mm)
Height53.5 in (1,359 mm)
Kerb weight1,852lbs (840 kg)
Rear of a Rover Metro

At the end of 1987, the Austin marque was shelved. The Austin badge was removed from the cars, which continued to be manufactured with no marque badge, just a model name badge. Rover management never allowed Rover badges on the Montego or the Maestro in their home market, although they were sometimes referred to as "Rovers" in the press and elsewhere. They wore badges that were the same shape as the Rover longship badge, but which did not say "Rover". By this stage, Rover was in the final stages of developing the new Rover 200 Series and Rover 400 Series models in conjunction with Honda, and it was also working on a replacement for the Metro.

During the 1980s, the media had published photographs of the "Austin AR6" concept car, which would have been a completely new design, but towards the end of the decade Rover decided to restyle and re-engineer the existing Metro design instead.[14]

The new Rover Metro was finally launched in May 1990, being a heavily revised version of the original Metro and fitted with a new range of engines.

The proven 998 cc and 1275 cc A-Series engines (the 1275cc unit was heavily modified and saw service in the classic Mini right up to the end of Mini production in October 2000) gave way to the all-new K-series engine. These were available in 1.1 litre (1118 cc 60 bhp (45 kW)) and 1.4 litre (1396 cc 76 bhp (57 kW)) 8-valve versions, while a 16-valve engine was available in the GTi (early variants are 95 bhp (71 kW) SPi while the later MPi version has 103 bhp) and the early GTa. All models used end-on gearboxes designed jointly by Rover and Peugeot. In 1992, a 1.4 PSA TUD diesel from the Citroën AX and Peugeot 106 was launched; this was the first time the Metro had been available with a diesel engine. At the same time an automatic version was launched with a CVT-type gearbox. The Hydragas suspension was finally modified to accept front to rear interconnection in the way that Alex Moulton had intended, to improve handling and ride quality.

The interior of a 1994 Rover Metro Rio.

A new bodyshell for the replacement car (the AR6 project) was designed. Its styling was influenced by Ital Design, with some similarity to the acclaimed Giorgetto Giugiaro-designed Fiat Punto launched in 1994, and the lower panels of the Peugeot 205, and incorporating the blacked-out pillars and 'floating roof' of the 1989 R8 Rover 200.[15] However, this was cancelled by chairman Graham Day, because British Aerospace (then the Rover Group's new owners) refused to fund it, and the disappointing sales of the Maestro and Montego had not produced expected profits to reinvest.[15] A mockup could be seen at the Canley, Coventry design centre in the 1990s during open days. It appeared as a 'Scoop' photo on the front cover of CAR magazine in the mid-1980s. Project R6, as it became known, would be a more modest update of the 1980 car – the basic bodyshell was retained, but was improved with the addition of new plastic front and rear bumpers, new front wings, new rear lights and bootlid, new front headlamps and bonnet. The interior was altered with a new rounded instrument binnacle and instruments (although the 1984 dashboard moulding remained), new steering wheel, new seats (from the successful Rover 200 series), new door casings and other detail improvements. General build quality, fit and finish was improved enormously from the old Metro and went on to win What Car? "Car of The Year" in 1991.

In many export markets, including Italy and France, the Rover Metro was badged as the Rover 100 series, with the 1.1 known as the Rover 111 and the 1.4 called 114.

Latterly this car has attracted an enthusiastic following including use as a low-cost entry to motor racing. The basic just-over-100 bhp (70 kW) engine for the GTI can be boosted to over 130 hp (97 kW) at the flywheel. For ultimate performance the 1.8 K-series engine, with standard cams or VVC (Variable Valve Control) system can be fitted (these engines are found in the MGF and Lotus Elise sports cars, as well as various Rovers and MGs).

Rover 100

[edit]
Rover 100
Overview
ManufacturerRover (Rover Group)
Production1994–1998
Body and chassis
Body style3-/5-door hatchback
2-door convertible
PlatformR6
Powertrain
Engine1.1 L K-series SPI 8V I4
1.4 SPI K-series 8/16V
1.4 MPI K-series 8/16V
1.5 L PSA/TUD5 diesel I4
Transmission5-speed PSA manual
Van Doorne VT-1 CVT automatic
Rover 100 Kensington Rear

In December 1994, the revised R6 model appeared.[16] In the United Kingdom, Rover finally scrapped the Metro nameplate, replacing it with a new name, Rover 100, which had been adopted on continental Europe on the Rover Metro's launch in 1990, due to the weakness of the Austin marque in Europe.

The mechanics of the car remained much the same with 1.1 and 1.4 petrol engines and Hydragas suspension, but there was now the option of a Peugeot-sourced 1.5 diesel rather than the previous 1.4. The exterior was altered in an attempt to disguise the car's age, meet the increased cooling requirements of the Peugeot motor and offer a reduced-format Rover family grille. This was achieved through fitment of new front and rear bumpers, sill covers, rear boot handle and headlamps, bonnet and grille.

Revised interior of an export Rover 100

A variety of bolder paint colours and the use of chrome trim helped give a more upmarket appearance. The interior trim was revised to give a greater impression of quality and luxury, but since the basic architecture had remained unchanged since the original 1980 car, it was considered by many as being short on space and outdated in comparison to its most modern rivals (most of which had been replaced with all-new models since the launch of the Rover Metro, and in the cases of the Ford Fiesta and Vauxhall Nova/Corsa, replaced with all-new models twice). It was criticised by the press for its lack of equipment, with front electric windows only available on the range-topping 114 GSi. Rear electric windows were never an option on the 100. Neither were Anti-Lock Brakes, Power Steering or a rev-counter (except the GTa and later manual 114 GSi models) One for the 100 was a full leather trim, a rarity in a small car and coupled with the standard wood veneer dashboard inserts, a tinted glass sunroof and the optional wood veneer door cappings, the 114 GSi made for traditional luxury motoring; an image Rover was trying to retain. The only safety efforts came in the form of an optional drivers airbag, an alarm, a passive engine immobiliser, a removable radio keypad, central locking and side intrusion beams.

Cheapest versions had no colour-matching bumpers (111i pictured)
Rover 100 Cabriolèt
Rover 114 GTa

A version of the 100 called the 114 GTa was available from launch. The main differences over the 114 SLi three-door – which has the same engine – were sports seats, red seatbelts, a rev-counter, sports suspension, a slightly higher top speed, faster acceleration, GSi alloy wheels and GTa badging. It was only available as a three-door.

End of the line

In 1997, the Rover 100 gave a poor performance in Euro NCAP crash tests[17] (despite the improved safety features, including side impact bars in the doors and an optional driver's airbag, the 1970s design was showing its age) – it was at the time the only car tested to receive a one-star Adult Occupant Rating. Other small cars tested at the same time received two or three stars out of five. The passenger compartment was subjected to severe structural damage in the frontal-offset test and results showed a high risk of injury to all body regions for the driver. Meanwhile, the side impact test also showed high injury risks.

The Rover 100's dismal safety showing was not its only problem by 1997. It was fast falling behind the best cars in its sector when it came to design, build quality, refinement and specification, although it remained strong in terms of fuel economy and affordability. Unlike the Ford Fiesta, Volkswagen Polo and Vauxhall Corsa, the Rover 100 could still provide sub-£7,000 motoring.

Facing a complete collapse of sales, BMW withdrew the 100 from production – marking the end of nearly 18 years of production with the last car built on 23 December 1997.[18]

There was no direct replacement for the Metro/100, although the 1995 Rover 200 had been developed inside Rover Cars to serve as a replacement for the 100 as well as the previous 200 model, which was slightly larger. The 100 and 200 were sold concurrently until 1998, when the 100 was withdrawn. When the Rover 200 was facelifted in late 1999 and rebadged as the Rover 25, Rover marketed this as a supermini reflecting the continued, steady growth of all car classes. The plan was for both the 100 and the 25 to be on the market until the launch of the true replacement for the Metro in the shape of the Mini Hatch.

The gap left by the Metro as a city car was not filled until late 2003, when the Rover CityRover was launched – it was a 1.4 engined city car built in India alongside the Tata Indica. This model was nowhere near as popular as the Metro or the Rover 100. The 100 was not included in the revived product range by Nanjing Automobile following MG Rover's bankruptcy in 2005.

Powertrains

[edit]
Years Model & Transmission Engine Power Torque Top Speed 0–62 mph (0–100 km/h) Economy Emissions
Petrol
← 1994 Rover Metro 1.1i 1.1 L, 4 in-L 61 PS (45 kW; 60 hp) 90 N·m (66 lb·ft) 97 mph (156 km/h) 13.7 s 46.0 mpg‑imp (6.14 L/100 km) 157 g/km
← 1994 Rover Metro 1.4i 8v 1.4 L, 4 in-L 76 PS (56 kW; 75 hp) 117 N·m (86 lb·ft) 105 mph (169 km/h) 10.5 s 42.9 mpg‑imp (6.58 L/100 km) 165 g/km
← 1994 Rover Metro 1.4i 16v SPI 1.4 L, 4 in-L 96 PS (71 kW; 95 hp) 124 N·m (92 lb·ft) 113 mph (182 km/h) 9.6 s 42.5 mpg‑imp (6.65 L/100 km) ___ g/km
← 1994 Rover Metro 1.4i 16v MPI 1.4 L, 4 in-L 103 PS (76 kW; 102 hp) 123 N·m (91 lb·ft) 116 mph (187 km/h) 8.6 s 42.5 mpg‑imp (6.65 L/100 km) ___ g/km
1994 → Rover 111i 1.1 L, 4 in-L 61 PS (45 kW; 60 hp) 90 N·m (66 lb·ft) 97 mph (156 km/h) 13.7 s 46.0 mpg‑imp (6.14 L/100 km) 157 g/km
1994 → Rover 114i 8v 1.4 L, 4 in-L 76 PS (56 kW; 75 hp) 117 N·m (86 lb·ft) 105 mph (169 km/h) 10.5 s 42.9 mpg‑imp (6.58 L/100 km) 165 g/km
1994 → Rover 114i 8v Automatic 1.4 L, 4 in-L 76 PS (56 kW; 75 hp) 117 N·m (86 lb·ft) 100 mph (160 km/h) 11.1 s 41.4 mpg‑imp (6.82 L/100 km) ___ g/km
1994 → Rover 114i 16v SPI 1.4 L, 4 in-L 96 PS (71 kW; 95 hp) 124 N·m (92 lb·ft) 113 mph (182 km/h) 9.6 s 42.5 mpg‑imp (6.65 L/100 km) ___ g/km
1994 → Rover 114i 16v MPI 1.4 L, 4 in-L 103 PS (76 kW; 102 hp) 124 N·m (92 lb·ft) 116 mph (187 km/h) 8.6 s 42.5 mpg‑imp (6.65 L/100 km) ___ g/km
Diesel
← 1994 Rover Metro 1.4 D 1.4 L, 4 in-L 53 PS (39 kW; 52 hp) 83 N·m (61 lb·ft) 88 mph (142 km/h) 16.8 s 56.0 mpg‑imp (5.04 L/100 km) ___ g/km
1994 → Rover 115 D 1.5 L, 4 in-L 57 PS (42 kW; 56 hp) 95 N·m (70 lb·ft) 96 mph (154 km/h) 15.3 s 56.0 mpg‑imp (5.04 L/100 km) ___ g/km

MG Metro 6R4 rally car

[edit]
MG Metro 6R4
Overview
ManufacturerAustin Rover Group, Austin Rover World Rally Team
Production1984–1987
DesignerJohn Davenport (director, Austin Rover Group Motorsport)
Patrick Head (chief designer, Williams Grand Prix Engineering)
Brian O'Rourke (structure, bodywork)
John Piper (layout, transmission, suspension)
David Wood (engine)
Bob Farley (engine)
Ian Anderson (fabrication)
Derek Jones (machining)[19]
Body and chassis
Body style3-door hatchback
LayoutRear mid-engine, four-wheel drive
PlatformLC8
RelatedMG Metro
Powertrain
Engine2,991 cc (182.5 cu in) V64V 90° V6 DOHC
bore and stroke of 92 by 75 millimetres (3.6 in × 3.0 in)
Power output250–410 bhp (186–306 kW) dependent upon spec
Transmission5-speed manual
Dimensions
Wheelbase2,391 mm (94.1 in)
Length3,657 mm (144.0 in)
Width1,836 mm (72.3 in)
Height1,650 mm (65 in)
Curb weight1,040 kg (2,290 lb)
Rear

Created for the short-lived Group B rally category, the 4WD mid engined MG Metro 6R4 of 1984 (standing for 6-cylinder, Rally, 4-wheel-drive) had almost no commonality with the regular production Metro with which it bears a superficial cosmetic resemblance. The competition car effectively only shared the name of the production Metro as it featured a mid-mounted engine with four-wheel drive transmission enclosed within a semi-monocoque seam-welded tubular chassis. The development of this vehicle had been entrusted to Williams Grand Prix Engineering.[20]

The resulting car was shown to the world in May 1985. It was powered by a David Wood designed bespoke 3-litre V6 powerplant which used some of the engine architecture of the Cosworth DFV. It featured twin overhead camshafts and four valves per cylinder. The engine was not turbocharged as the majority of its competitors were, which considered the Metro as "unique." The engine was mounted back to front in the car, with the forward end of the engine facing the hatchback and the gearbox attached conventionally behind it and, therefore, in the middle of the vehicle. The four-wheel-drive was permanently engaged, and drove separate prop shafts to the front and rear differentials. The rear differential was mounted on the side of the engine sump with one driveshaft running through the sump to the nearside rear wheel. Much of the outer bodywork was made of GRP, with the only exception being the roof panels (which were aluminium), the steel doors, and the remaining panels from the original Metro shell. The doors were, however, concealed by plastic airboxes. Indeed, models now on show generally have stickers demonstrating where it is safe to push from when moving the vehicle, so as not to damage the bodywork.[21]

The 6R4 appeared in two guises. There was a so-called Clubman model which was the road going version which developed in the region of 250 bhp (186 kW), of which around 200 were made and sold to the public for £40,000 (the homologation version). A further 20 were taken and built to International specifications which had a recorded output of over 410 bhp (306 kW; 416 PS)[22][23]

At its launch in 1985, Rover announced that it would complete the necessary number of cars required for homologation by November of that year. This was undertaken at the group's large manufacturing facility at Longbridge. The car was to participate in the Lombard RAC rally in November 1985, and an example, driven by works driver Tony Pond, finished a highly respectable third, behind two Lancia Delta S4s.[24][25]

This good start was unfortunately not repeated, and although a 6R4 was entered in rallies at Monte Carlo, Sweden, Portugal and Corsica during the 1986 season, none of the Metros managed to complete a course. The majority of these problems were related to the V6 powerplant which suffered teething issues. Halfway during the 1986 season, Group B was banned (following a series of fatal crashes in which both competitors and spectators lost their lives). From that point on, the 6R4 was always going to be limited in front line competition, although they were run with limited success for the remainder of the year. A number passed into private hands and have proved formidable rally and rallycross cars. Despite the expiry of the 6R4's homologation the MSA still allow the cars to run in competition although engine sizes have been limited to 2800cc (single plenum engines) and 2500cc (multi-plenum engines).[26][27]

Austin Rover withdrew from the rallying scene at the end of the season, but in 1987 all the parts and engines were sold to Tom Walkinshaw Racing, whereupon the V6 engine reappeared in the Jaguar XJ220, this time with turbochargers added.[28][29]

  • Rover Metro 6R4 at the 2005 Goodwood Festival of Speed
    Rover Metro 6R4 at the 2005 Goodwood Festival of Speed
  • MG Metro 6R4 Clubman road-going street homologation version
    MG Metro 6R4 Clubman road-going street homologation version
  • Will Gollop used his MG Metro 6R4 BiTurbo to claim the FIA European Rallycross Championship title in 1992
    Will Gollop used his MG Metro 6R4 BiTurbo to claim the FIA European Rallycross Championship title in 1992

Motorsport

[edit]

Touring Car Racing

[edit]

The Metro was popular in the lower classes of Touring cars throughout the 1980s.

It made its debut in 1981, competing in both the British Touring Car Championship and the European Touring Car Championship and was still appearing as late as 1990 in the Italian Championship.[30]

MG Metro Challenge

[edit]

In 1981, the Metro Challenge was introduced, it was later renamed the MG Metro Challenge for 1983 and then the MG Metro Turbo Challenge for 1987.[31] The series ran until the end of the 1990 season.[32][33][34]

The series was popular with then-current and future Touring car drivers, with Steve Soper becoming the series' inaugural Champion[35][36] and future British Touring Car Champion Tim Harvey making his tin-top racing debut in the 1984 Season.[37]

The series spawned an International Championship for the 1986 Season,[38] and is also known to have spawned a European and Italian Championship.[39][40]

The 1987 Season was notable for former Featherweight Boxing Champion Barry McGuigan joining the series,[41] and also featured cameo appearances from future F1 Drivers Bertrand Gachot,[42] Johnny Herbert,[43][44] and future World Champion Damon Hill.[45]

A novelty of the series was the Celebrity Car and in the 1989 Season, this status applied to the #89 car, and notable people to drive this car included future British Touring Car Champion Will Hoy.[46][47]

Austin Rover Rallysprint

[edit]

In 1983,[48] and 1984,[49] the MG Metro was used for the Autotest Time Trial Stage of the Austin Rover Rallysprint at Donington Park. Nigel Mansell (1983) and Marc Duez (1984) were the overall winners.

For 1985, the Metro 6R4 was used for the Rally Stage event.[50][51] This time, the overall victor was Stig Blomqvist.[52]

MG Metro Super Challenge

[edit]

A one-make series for Metro 6R4s ran during the 1988[53] and 1989[54] seasons. Tony Pond was a notable guest entry in this series.[55]

MG Metro Cup

[edit]

The MG Metro Cup started in 1992 and continues as of 2025.[56][57]

Northern Irish Metro Championship

[edit]

British Touring Car legend Colin Turkington won his first motor racing title in a Metro in his native Northern Ireland in 1998.[58]

Popularity

[edit]
Metro production (1980–1997)

The Metro remained one of Britain's most popular cars throughout its production life, even during its final year when it was among the oldest designs on sale in the country. During its early years, the Austin Metro was Britain's most popular small car; often outselling the Ford Fiesta. It was still one of Britain's best selling cars by the time it was replaced by the Rover 100 in late 1994, with almost 1,500,000 having been sold (an average of more than 100,000 per year).[59] However, despite reasonable numbers being sold in France and Italy, overall sales in Europe were modest in comparison to established rivals such as the Fiesta (which typically sold 500,000 units per year across Europe), meaning that BL still could not realise the true economies of scale.

Much debate among automotive historians has taken place over whether BL's decision to push the Metro's development programme ahead of the potentially more profitable Maestro/Montego models was justified. As a result of this, both those models did not arrive on the market until 1983/84, after having been in development since 1976 with a view of being launched around 1980. By the time of their launch, they were soon out of step both stylistically and from an engineering perspective when compared to the market-leading cars in their sectors.

The Metro's popularity endured in spite of its failure to match the durability of its contemporary rivals, notably the Nissan Micra (K10) and VW Polo Mk. 2.[citation needed] This is well illustrated by the findings of Auto Express's 2006 survey which named the Metro as Britain's seventh-most scrapped car of the last thirty years. Just 21,468 versions of the original 1980–1990 Metro were still in working order at the time of the survey, despite around 1,000,000 being sold.[citation needed] Nearly seven years on, that figure has inevitably declined further, with the number remaining as of 2013 now down to less than 2,000.

Many Metros (particularly the pre-1990 Austin models) have been scrapped as a result of the bodyshell's vulnerability to rust. Pre-1989 cars could not run on unleaded fuel either without expensive conversion of the cylinder head or the use of additives. When lead replacement petrol was withdrawn from sale in 1997 many owners simply scrapped the cars. Metros built before 1990 use the same engine and transmission package as the Mini, hence they have become popular donor cars for Mini restorations and Mini-based kit cars; and as a result, thousands of Metros were dismantled purely for their engines and gearboxes to keep classic Minis on the road. Many Metros were written off by joyriders, as the car's minimal security made it notoriously easy to steal. The post-1990 cars were not without their problems - the K-Series engine became notoriously prone to cylinder head gasket failure (and if the engines overheated then they were often damaged beyond repair), and the bodyshell remained vulnerable to corrosion, meaning relatively few have survived.

Official factory support for the Metro is now non-existent due to the demise of MG Rover which has ended the supply of crucial and unique parts. However, an entire industry has built up to continue support of the A-Series engine given its ubiquity in the classic Mini and other post-war British cars whilst a cottage industry exists in maintaining and providing parts for the Hydragas suspension system.

Including the post-1994 Rover 100 Series models, a total of just under 1,500,000 Metros were sold in the UK in less than twenty years, making it the seventh-most popular car ever sold there.[60]

Lady Diana Spencer (later Diana, Princess of Wales) owned a red W-registered Metro before her engagement to the then-Prince Charles.[61] This car is in the Museum of British Road Transport, Coventry.

References

[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

Austin Metro

View on Grokipedia
from Grokipedia
The Austin Metro is a supermini that was produced by under the Austin marque from 1980 to 1990, and subsequently by the until 1998. Launched as the Austin Mini Metro to replace the iconic in the small market, it featured a front-wheel-drive layout, , and design, offering improved space efficiency and fuel economy amid the 1970s oil crises. The model was instrumental in revitalizing , achieving over 2 million sales in the UK and export markets during its production run, and spawned variants including the performance-oriented MG Metro and the mid-engined, four-wheel-drive Group B rally homologation special MG Metro 6R4. It was rebadged as the Rover Metro in 1990 and further updated as the Rover 100 in 1994, remaining in production until 1998 when it was replaced by the Rover 200.

Development and History

Origins and Design

In the mid-1970s, (BL) faced severe financial difficulties, exacerbated by chronic underinvestment, labor disputes, and a declining , culminating in near-bankruptcy by late 1974. As part of the government's response, Industry Secretary (formerly Anthony Wedgwood Benn) announced a bailout on 6 December 1974, providing short-term financial support and commissioning the Ryder Report, which was published in April 1975 and recommended public ownership along with re-equipment to develop new models. This intervention effectively mandated accelerated investment in fresh designs to revitalize BL's lineup, particularly addressing the need for a modern supermini to succeed the aging , which had been in production since 1959 but lacked contemporary refinement and safety features despite its enduring popularity. Earlier attempts to replace the Mini, such as the BMC 9X from 1968, had been abandoned due to mergers and cost overruns, leaving BL urgently seeking a cost-effective successor amid rising competition from European rivals like the and Fiat 127. The Austin Metro's design originated from the ADO88 project, initiated in the early 1970s under BL's Austin-Morris division, but it gained momentum post-Ryder Report as a priority for survival, with a total investment of £275 million in development and plant preparation. Key figures included David Bache, who oversaw the exterior styling and production engineering from his role as BL's chief stylist, and Gordon Sked, who contributed to the interior layout and the emergency restyle phase. provided the initial wedge-shaped concept sketches, while Roger Tucker assisted in refining details; the engineering team, based at BL's primary Austin plant, developed the front-wheel-drive platform with a transverse-engine layout, optimizing it for the A-Series powerplants inherited from the . This collaborative effort emphasized practicality and efficiency, transforming the project into a viable "supermini" that prioritized passenger comfort over the Mini's minimalist ethos. Innovative aspects of the design focused on space-efficient "supermini" packaging, achieved through a tall, boxy high-roofline body that maximized interior volume in a subcompact footprint of just 3.40 meters long, creating an airy cabin with ample headroom for four adults. Aerodynamic considerations included a Kamm-back tail and flush-mounted features, such as hidden rear door handles to reduce drag, resulting in a coefficient of 0.41—competitive for the era and better than many rivals like the Ford Fiesta. Safety influences from BL's Experimental Safety Vehicle (ESV) prototypes were integrated, enhancing crash protection without compromising the compact dimensions. Prototype development accelerated from 1977 to 1979 under the codename LC8 (Light Common 8-seater), evolving directly from the ADO88's more angular wedge design through a rapid five-week restyle in early 1978 ordered by new BL chairman to make it more appealing and upscale. Extensive testing at and Millbrook included evaluations and durability trials, incorporating lessons from ESV builds to refine the transverse and suspension for better ride quality. By early 1979, pre-production mules confirmed the LC8's potential as BL's savior, leading to its transition to full manufacturing under the Austin Rover badge in 1980.

Production Timeline and Manufacturers

The Austin Metro, initially launched as the Austin Mini Metro on October 8, 1980, entered production at the in Birmingham, , under (BL). This facility, overhauled as part of a £275 million investment to create one of Europe's most automated assembly lines at the time, served as the primary manufacturing site throughout the model's lifecycle. The launch marked BL's first major new model in years, aimed at revitalizing the company's supermini segment. In 1982, amid ongoing corporate restructuring, BL reorganized its volume car division into the (ARG), which assumed responsibility for Metro production. This shift reflected efforts to streamline operations and focus on mass-market vehicles like the Metro, which by then had achieved a 9% share of the car market. Production continued to ramp up at , reaching peaks of around 3,500 units per week in the mid-1980s. A key milestone came in 1984 with the Mark I facelift, which updated the model's styling and features while maintaining the core platform. By 1986, the company was renamed the Rover Group plc, further emphasizing its Rover-branded identity. In 1988, (BAe) acquired the for £150 million, providing £800 million in to support ongoing production. The transition to the second-generation model occurred in 1990, when the updated Rover Metro was introduced, incorporating a new K-Series engine and revised bodywork, all still assembled at . Another significant update arrived in 1994 with the facelift rebadging as the Rover 100, enhancing safety and aesthetics to extend the model's competitiveness. Production of the Rover 100 concluded on 23 December 1997, marking the end of nearly 18 years of manufacturing for the Metro lineage. Over its run, approximately 2 million units were produced across all variants, making it one of British Leyland's and its successors' most successful models in terms of volume. The remained the sole major assembly location, though exports were handled through various international distribution networks. In 1994, the was sold to for £800 million, which continued oversight until the model's discontinuation.

First-Generation Models (1980–1990)

Austin Metro Specifications

The first-generation Austin Metro, produced from 1980 to 1990, was available exclusively as a front-wheel-drive supermini in three- and five-door body styles, designed to maximize interior space within a compact footprint. Its overall length measured 3,406 mm, complemented by a of 2,250 mm, which contributed to agile handling in urban environments. Curb weights varied by engine and trim but typically ranged from 750 to 800 kg, aiding in responsive performance and fuel efficiency. Standard features emphasized practicality and economy, including Hydragas suspension with interconnected front MacPherson struts for a smooth ride, rack-and-pinion steering for precise control, and braking via front disc and rear setup. The interior accommodated five passengers comfortably, with a focus on simple, durable materials suited to everyday use. Trim levels at launch included the basic Standard (later ) model for entry-level buyers, the mid-range L and S variants with added comfort features like improved seating and instrumentation, the economy-oriented HLE with aerodynamic tweaks and low-rolling-resistance tires, and the upscale HLS and options featuring luxury upholstery, wood trim accents, and enhanced . Upon its October 1980 launch in the UK, the base model started at £3,095, positioning it as an affordable alternative to rivals like the and ; this price equates to approximately £16,500 in 2023 terms based on adjustments. Powered by the A-series 1.0-liter inline-four engine, the Metro achieved fuel economy of up to 45 on the urban cycle, particularly in HLE guise, underscoring its role as a frugal city car.

MG Metro Variant

The MG Metro variant was introduced in May as the MG Metro 1300, positioning it as a sportier iteration of the first-generation Austin Metro supermini. Powered by a 1.3-litre A-series inline-four engine producing 72 horsepower at 6,000 rpm, it incorporated performance enhancements such as a stiffer suspension setup for sharper handling and lightweight wheels for reduced unsprung weight. Visually and interior-wise, the MG Metro 1300 stood apart from the standard Austin Metro through distinctive styling cues, including a blacked-out grille, red MG badging, bolstered sport seats with red accents, and an optional pop-up . These features contributed to its hot-hatch appeal, complemented by performance metrics such as a top speed of 102 mph and 0–60 mph acceleration in 11.6 seconds, making it a nimble urban performer. The lineup evolved in late 1982 with the October launch of the MG Metro Turbo, which added a Garrett T3 turbocharger to the 1.3-litre engine for 94 horsepower and 85 lb-ft of torque, establishing it as the first production turbocharged hatchback from a British manufacturer. This variant included a subtle body kit and revised alloys to denote its boosted capabilities, though it faced discontinuation in 1990 amid tightening emissions standards that the aging A-series powertrain struggled to meet. In total, around 140,000 units of the MG Metro 1300 and Turbo variants were produced between 1982 and 1990, targeting enthusiasts who desired a more spirited successor to the iconic Mini with accessible performance pricing. Reception highlighted its engaging handling and value in the hot-hatch segment, though it drew criticism for inconsistent build quality, prevalent rust issues, and occasionally unreliable gearboxes.

Second-Generation Models (1990–1998)

Rover Metro Updates

In 1990, the Rover Metro underwent a significant mid-life facelift, introducing a revised front end with flush-fitting composite headlight and indicator units for a smoother, more modern appearance. The interior received updates including a retained from the original design, featuring improved with a Rover 200-style safety steering wheel, new trim colors, lengthened footwell, and repositioned seats, while (NVH) levels were enhanced through revisions to the Hydragas suspension system, which interconnected front and rear units for better ride refinement. The facelift also introduced a five-door variant for the first time. These changes built on the carryover first-generation , adapted to accommodate new drivetrain components. The facelift coincided with the introduction of Rover's all-new K-series engines, replacing the outdated A-series units with more refined 1.1-liter (60 ) and 1.4-liter (76 eight-valve) options that offered superior smoothness, , and compliance with emerging Euro 1 emissions standards through the addition of and catalytic converters. Trim levels expanded to include the sporty GTi variant, powered by a 1.4-liter 16-valve K-series engine producing 95 , which achieved 0–60 mph in 9.9 seconds. Production continued at the in Birmingham, , with the updated model exported to markets like under the Rover 100 nameplate. These updates revitalized the Metro's market position, with sales reaching 81,064 units in 1990 alone, helping it compete more effectively against rivals such as the and through refreshed styling and improved drivability.

Rover 100 Rebadging

In 1994, Rover renamed the Metro to the Rover 100 series as part of a strategy to unify its branding across the lineup, replacing the longstanding Metro badge with a numerical designation consistent with models like the Rover 200 and 400. This rebadging occurred in the autumn of that year and was accompanied by a minor facelift to refresh the aging design, including new wheel trims—such as optional alloy options—and revised front and rear bumpers for a more modern appearance. Additional subtle updates encompassed reshaped headlights, a Rover-style grille, a new bonnet, updated sills, and smoked grey rear lights. The engine lineup was simplified to emphasize reliability and cost-efficiency, centering on the 1.1-liter K-series petrol unit producing 60 and the 1.4-liter K-series variant delivering 75 in its base form or up to 103 in higher-output versions like the GTa. A 1.5-liter (54 ) from was added in 1995 for better fuel economy. Transmission options included a standard five-speed manual gearbox, with a (CVT) automatic available on select 1.4-liter models for smoother urban driving. These powertrains supported a top speed of approximately 105 mph for the 1.4-liter models, prioritizing everyday over performance. Sports-oriented variants were scaled back significantly, reflecting waning interest in hot hatches amid shifting market preferences. Market adaptations during this period shifted focus toward fleet sales in the UK, where the Rover 100 appealed to company car buyers through enhanced standard features like alarms, immobilizers, and competitive pricing. Production volumes declined steadily as the platform, now nearly 15 years old, struggled against newer competitors, culminating in the end of assembly in December 1997 at the . The model was succeeded by the more contemporary Rover 25 in 1999, marking the close of the Metro lineage after 17 years. Export markets saw limited continuation of the model under the Rover Metro name in regions like and , where small-volume sales persisted until around 2000 due to local demand and dealer networks, though these represented a of overall production.

Powertrains and Performance

Engine Options

The first-generation Austin Metro (1980–1990) primarily utilized the overhead-valve (OHV) A-series inline-four petrol engines, which were iron-block designs derived from earlier powerplants and known for their simplicity and durability in small cars. The base 1.0-liter (998 cc) variant produced 44 horsepower at 5,250 rpm and 52 lb-ft of torque, offering combined fuel economy of approximately 50 mpg (imperial) in urban and highway driving, making it suitable for economical commuting. A 1.1-liter (1,098 cc) option, introduced later in the run, delivered 60 horsepower, providing a and efficiency for mid-range models. The 1.3-liter (1,275 cc) engine was the most common, outputting 60 horsepower in standard form but tuned to 72 horsepower in the MG Metro variant through revised camshafts and exhaust, enhancing responsiveness without significant complexity. With the second-generation Rover Metro (1990–1998), the A-series was replaced by the more modern K-series inline-four engines, featuring a lightweight aluminum block, belt-driven , and double overhead (DOHC) configuration in higher-output versions for improved efficiency and emissions compliance. The 1.1-liter (1,113 cc) entry-level unit produced 60 horsepower at 5,700 rpm with 66 lb-ft of , emphasizing fuel economy and low-end usability in base models. The 1.4-liter (1,396 cc) became the performance benchmark, with the 8-valve single-point injection (SPi) version yielding 75 horsepower and the 16-valve multi-point injection (MPi) in the GTi variant reaching 95 horsepower at 6,000 rpm and 95 lb-ft of , thanks to its all-aluminum construction that reduced weight by about 20% compared to the A-series while boosting . A turbocharged variant of the 1.3-liter A-series engine powered the 1983–1989 MG Metro Turbo, delivering 94 horsepower at 5,500 rpm and 85 lb-ft of torque through a Garrett T3 turbocharger with intercooling, enabling 0–100 km/h acceleration in 10.3 seconds and a top speed of 112 mph. This setup provided a significant performance uplift over naturally aspirated models while maintaining reasonable economy for its era. Diesel power came late to the Metro lineup, with a rare 1.4-liter (1,361 cc) Peugeot-sourced indirect-injection unit introduced in 1992 and continued through 1998 in the Rover 100 for fleet and economy-focused markets, producing 52 horsepower at 5,000 rpm and 61 lb-ft of for combined fuel economy around 60 mpg (imperial). This engine prioritized low running costs over speed, with a top speed of about 90 mph. Later K-series engines faced reliability challenges, particularly head gasket failures due to inadequate cooling flow and gasket design under , which could lead to coolant leaks and overheating; these issues were addressed through manufacturer service bulletins recommending improved systems, multi-layer gaskets, and regular .

Transmission and Drivetrain

The Austin Metro featured a front-wheel-drive with a transversely mounted , channeling power to the front wheels via half-shafts connected to the differential. This configuration provided efficient packaging in the compact supermini platform, though the unequal-length half-shafts—shorter on the transmission side—could induce noticeable during aggressive acceleration, particularly in higher-power variants. The system prioritized simplicity and cost-effectiveness, integrating the gearbox closely with the for shared lubrication in manual models. First-generation models (1980–1990) primarily used a four-speed , which was robust but prone to synchromesh wear, especially in second gear, resulting in reluctant shifts or gear jump-out even on low-mileage examples. An optional four-speed AP , developed by Automotive Products for , was introduced in 1980 and limited to lower-trim 1.3-liter models; it offered smooth operation via a semi-automatic design but sacrificed some drivability and fuel economy relative to the manual. Final drive ratios stood at 3.44:1 for most variants, balancing and cruising efficiency, while select economy-focused models employed a taller 3.1:1 ratio to extend highway range. The second-generation Rover Metro (1990–1998) brought notable refinements to the drivetrain, adopting an end-on engine-gearbox layout with the new K-series powerplants. The 1.1-liter versions retained a four-speed manual, but 1.4-liter models gained a five-speed manual gearbox licensed from , featuring closer ratios for improved responsiveness and reduced engine strain at highway speeds. Synchromesh durability was enhanced in these units, yielding smoother gear engagement and fewer shift-related issues compared to the first generation. From late 1992, a (CVT) automatic option supplemented the traditional automatic for 1.4-liter models, optimizing efficiency across a wider range of conditions without fixed gear steps.

Special and Performance Models

MG Metro 6R4 Rally Car

The MG Metro 6R4 was developed by Austin Rover between 1984 and 1985 as a special for the FIA's rally category, adapting the compact Austin Metro platform into a high-performance mid-engine layout to compete against dominant entrants like the and T16. The project involved collaboration with Williams Grand Prix Engineering, drawing on Formula 1 expertise for the and , with prototypes tested as early as 1983 and a public unveiling in early 1984 before homologation on November 2, 1985. This naturally aspirated design emphasized reliability over turbocharging, featuring a bespoke 3.0-liter V6 engine (V64V) with four camshafts and 24 valves, detuned to approximately 250 horsepower in road-going Clubman form (with some later examples up to 300 hp) while capable of 380-410 horsepower in full rally specification at up to 9,000 rpm. The 6R4's body utilized lightweight fiberglass panels mounted on a tubular steel spaceframe chassis, maintaining a Metro-like silhouette but with a widened track, extended wheelbase, and increased suspension travel for rally demands, resulting in a dry weight of around 950 kg for competition versions. Its drivetrain incorporated permanent via a Ferguson viscous-coupling center differential, paired with a five-speed manual gearbox positioned ahead of the mid-mounted , which drove the rear wheels directly and the front via a propeller shaft, enabling superior traction on mixed surfaces. This setup, combined with and disc brakes at all wheels, allowed the road-legal Clubman homologation models to achieve 0-60 mph in approximately 4.5 seconds and a top speed of 140 mph, while rally variants could sprint to 60 mph in approximately 3.2 seconds. To meet Group B requirements, Austin Rover produced 200 road-legal units between August and October 1985, with homologation granted on November 2, 1985, sold primarily as self-assembly kits priced at around £40,000-£45,000 each, though many were completed by specialist firms. These cars debuted competitively in the 1985 season, securing victories such as the Welsh Rally and achieving a notable third-place finish at the Lombard RAC Rally with driver , marking a strong entry despite the category's short lifespan. Following the FIA's ban on Group B after the 1986 season due to safety concerns, the 6R4's development was halted, with remaining stock repurposed into detuned Clubman variants (around 250-300 hp) for national events, but the model's has since elevated it to collector status, with surviving examples commanding high values among rally enthusiasts.

Other Limited Editions

The represented a luxury-oriented trim level for the Austin Metro from 1982 to 1990, featuring upgraded velour , woodgrain interior trim, and a 1.3-liter A-series producing 60 horsepower. This variant emphasized comfort with additions like reclining front seats, a tilting , and enhanced , positioning it as the top-spec road-going model outside performance lines. A notable limited-edition derivative, the 500, was produced in late 1983 to commemorate the half-millionth Metro built, comprising just 500 units finished in black with gold coachlines, caramel leather seats, and Wolfrace alloy wheels. The HLE (high economy) model, available in the , focused on as an economy special, powered by a 1.0-liter A-series rated at 46 horsepower and paired with a five-speed overdrive gearbox. It achieved exceptional economy figures, including up to 49 miles per gallon on open roads and over 45 mpg in urban driving, thanks to low-rolling-resistance tires, aerodynamic tweaks, and reduced weight. This variant appealed to cost-conscious buyers, offering a practical alternative to standard trims while maintaining the Metro's compact dimensions and handling. In the second-generation Rover Metro lineup of the 1990s, the GTi served as a sporty trim with a focus on dynamic appeal, equipped with a 1.4-liter K-series delivering 90 horsepower, a lowered suspension, and an aerodynamic including fog lights and spoilers. It accelerated from 0-60 mph in approximately 9.6 seconds, providing agile performance suitable for enthusiasts, and was available with either carbureted or fuel-injected variants for refined power delivery. Unofficial cabriolet conversions expanded the Metro's appeal in the early , with Crayford offering aftermarket open-top versions from 1982 to 1985, including the Politan model featuring a folding soft top, reinforced chassis, and rollover protection. These limited-production conversions, built on standard Metro bases, gained cultural visibility through appearances in productions like , though commercial success was curtailed by cost and legal challenges. The 1990 transition to the Rover Metro badge coincided with anniversary commemorations for the model's decade in production, including special badging on select trims to highlight its enduring popularity and sales milestone of over one million units.

Motorsport Involvement

Rally Competitions

The MG Metro 6R4 entered rally competition during the final years of the World Rally Championship's era, debuting with Austin Rover's official team support in 1985. Its international bow came at the Lombard RAC Rally in November, where driver and co-driver Rob Arthur finished third overall, marking a strong start despite the car's late arrival to the category and ongoing development challenges. Earlier that year, a prototype 6R4 had already claimed its first outright victory at the Rally in in February, driven by and co-driver Rob Arthur. In 1986, the 6R4 showed further promise amid reliability issues like engine failures that plagued several outings. David Llewellyn won the Circuit of Ireland Rally outright, while Malcolm Wilson secured fourth place at the Rally di Sanremo; also piloted a 6R4 to eighth at the 1000 Lakes Rally. At the season-ending RAC Rally, Pond's sixth-place finish, supported by three other 6R4s in the top nine, earned Austin Rover the manufacturers' team award. However, the year's multiple fatalities, including those at Rally Portugal and , prompted the FIA to ban cars effective December 31, 1986, leading Austin Rover to withdraw from WRC competition. Following the Group B ban, the 6R4 transitioned to regulations for national and regional events from 1987 to 1990, where detuned Clubman variants—limited to 250 horsepower—dominated shorter, less demanding rallies. These proved extremely competitive in the , with multiple podiums and outright wins, including successes in the Metro Superchallenge series (won by Pete Slights in 1988 and Bill Barton in 1989). The official team shifted focus to domestic support, including rallysprint formats, while Clubman 6R4s achieved numerous class victories in clubman-level events throughout the late . Standard MG Metro models, tuned for production classes, also competed in clubman rallies during the decade, securing several category wins in lower divisions.

Circuit and Touring Car Racing

The MG Metro participated in the (BTCC) during the early 1980s, primarily in Class B, where its compact design and agile handling allowed it to compete effectively against larger saloons. In 1983, Austin Rover supported Roger Dowson Engineering in fielding turbocharged MG Metro entries, which joined the series midway through the season to challenge the dominant GTV6 cars. Driver clinched the Class B championship that year, highlighting the Metro's competitiveness in formats despite its smaller displacement. A prominent outlet for the Metro in circuit racing was the MG Metro Challenge, a factory-backed one-make series that debuted in 1982 as the Metro Challenge and was rebranded in 1983 to emphasize the MG variant. The series utilized standard MG Metro 1.3-liter engines tuned to approximately 100 horsepower, paired with modifications such as roll cages, competition brakes, and slick tires to ensure safety and parity on UK circuits. Steve Soper dominated the inaugural season, securing eight wins across 15 rounds to claim the title and demonstrating the car's sharp handling in close-quarters racing. The challenge ran through 1990, fostering talent like Tim Harvey and promoting the Metro's reputation for accessible, high-intensity circuit competition. Beyond national series, the Metro featured in mixed-discipline events like the Austin Rover Rallysprint, which included dedicated circuit racing segments at tracks such as . In the 1982 edition, Formula 1 drivers including and John Watson competed against rally aces in identically prepared MG Metros for the circuit phase, with technical regulations mandating roll cages and basic safety upgrades to suit paved layouts. The event underscored the Metro's versatility, as its lightweight chassis enabled competitive lap times in sprint-style races. Complementing this were club-level initiatives, such as the MG Metro Cup organized by the MG Car Club from 1992 onward, which provided an affordable entry into circuit racing with controlled specs for A-series and later K-series engines. In , local championships in the 1980s and 1990s similarly adapted the Metro for regional events, emphasizing its durability and driver engagement. Key figures in Metro circuit racing included , whose multiple victories across series showcased the car's potential, and , who leveraged its balance for class successes in the BTCC. These efforts yielded several class championships and helped establish the Metro as a handler's delight, with its front-wheel-drive setup excelling in tight corners and promoting wheel-to-wheel action without excessive power demands.

Legacy and Popularity

Sales and Market Reception

The Austin Metro experienced significant launch success upon its October 1980 debut, capturing a substantial portion of the market as British Leyland's first major new model in years. In its first full year of 1981, it achieved fourth place in UK sales rankings with approximately 110,000 units sold, contributing to a peak of around 10 percent during the early . Over its lifespan from 1980 to 1998, the Metro accumulated more than two million units in global sales, with over one million sold in the UK alone during the initial Austin-badged phase through 1990. Sales began to decline after 1990 amid intensifying from Japanese manufacturers offering more refined and reliable alternatives in the supermini segment. Critical reviews highlighted the Metro's strengths in interior space efficiency relative to its compact exterior dimensions, earning praise from outlets like Autocar for its clever packaging that maximized practicality for urban use. However, early models faced criticism for build quality shortcomings, including rust susceptibility on front wings and other panels, as well as reliability concerns that prompted recalls and claims in the early . Positioned as an affordable supermini for families and first-time buyers, the Metro directly competed with the in the entry-level market, priced competitively to appeal to budget-conscious consumers. It was exported widely to and other regions, bolstering British Leyland's international presence beyond the domestic market. The economy's in the early constrained overall sales, impacting the Metro despite its initial momentum and contributing to slower growth mid-decade. A comprehensive facelift in 1990, rebranded as the Rover Metro with updated styling, improved safety features, and the new K-Series engine, helped revive interest and sustained sales through the mid-1990s.

Cultural Significance

The Austin Metro emerged as an enduring symbol of Britain, particularly during the early years of Thatcher's premiership, embodying the nation's push toward economic revival and efficient, practical motoring. Launched in 1980, it served as the official transport for Thatcher herself at the British International Motor Show in Birmingham, highlighting its role in showcasing British manufacturing ambition amid industrial challenges. This association cemented the Metro's place in the cultural narrative of Thatcher-era , where it represented affordable mobility for the working class in a time of deregulation and market-driven policies. The car's visibility extended into popular media, notably appearing in the long-running sitcom (1981–2003), where a 1984 Austin Metro featured prominently in the 1988 episode "Dates," underscoring its ubiquity in everyday British life. Despite such cultural embedding, the Metro faced pointed criticisms as the successor to the notoriously unreliable , inheriting a reputation for build quality issues like pervasive rust on sills, floor pans, and wheel arches, which contributed to low survival rates among early models. Yet, it was widely praised for its innovative packaging, deriving exceptional interior space from compact dimensions via clever use of Mini-derived underpinnings, a design feat that influenced perceptions of British engineering ingenuity even amid reliability woes. In terms of lasting influence, the Metro laid foundational lessons for Rover Group's supermini strategy, demonstrating the viability of badge engineering by adapting the same platform across Austin, MG, and later unbadged Rover variants to maximize production efficiency and market coverage under resource constraints. This approach, while cost-effective, highlighted challenges in brand differentiation, as the removal of specific Austin badging in favor of generic Rover styling from onward underscored the complexities of amid corporate transitions. Today, the Metro enjoys growing collectibility, particularly among performance variants, with MG Metro Turbos fetching up to £22,400 at in 2023, reflecting rising enthusiast demand in the 2020s. The rare MG Metro 6R4 rally homologation special commands even higher values, exemplified by a 2025 sale of £270,000 for an ex-works example, driven by its heritage. This appreciation has fostered a dedicated restomod community, where owners modernize suspensions and engines while preserving the original's quirky charm, sustaining its legacy through informal gatherings and specialist clubs.

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