View source for Austin Metro

{{Short description|Supermini British economy car}}
{{about|the car|the Austin, Texas public transit system|Capital Metro|the metropolitan area|Greater Austin}}
{{Use British English|date=November 2023}}
{{Use dmy dates|date=December 2019}}
{{Infobox automobile
| image = Austin Metro Mk2 5-door 1275cc registered August 1989 photographed Knebworth August 2018.jpg
| name = Austin Metro
| manufacturer = [[British Leyland]] (1980–1986)<br/>[[Rover Group]] (1986–1998)
| aka = Austin Mini Metro<br/> MG Metro <br/> Rover Metro <br/> Rover 100
| production = 1980–1998<ref>{{cite news|title=Mini Metro at 30|url=https://www.telegraph.co.uk/motoring/classiccars/7985206/Mini-Metro-at-30.html|website=The Daily Telegraph|access-date=22 July 2015|date=9 September 2010|last1=Roberts|first1=Andrew}}</ref><br>2,078,218 produced
| successor = [[Rover 25]] / [[Mini Hatch|(BMW) Mini hatch]]
| predecessor = [[Mini]]
| class = [[Supermini car]] ([[B-segment|B]])
| layout = [[Front-engine, front-wheel drive layout|Front-engine, front-wheel drive]]
| platform = 
| related = [[Mini]]
| designer = 
| caption = 1989 Austin Metro
}}
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 [[British Motor Corporation|BMC]] [[Mini]], and was developed under the codename '''LC8'''. The [[MG Cars|MG]] version of the Metro was named "Car of The Year" 1983 by ''[[What Car?]]'' magazine, and later once more, as the [[Rover (marque)|Rover]] Metro, in 1991.{{citation needed|date=July 2022}}

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.<ref name="aronline1">{{cite web|url=http://www.aronline.co.uk/blogs/2011/09/23/the-cars-rover-metro100-development-history/  |title=Austin Rover Online |date=23 September 2011 |publisher=Austin-rover.co.uk |access-date=16 January 2012}}</ref> There was also a van version, known as the '''Morris Metro''', and later, the '''Metrovan'''.<ref name=ARvanlets>{{cite web|url=http://www.austin-rover.co.uk/index.htm?lcvcdvf.htm |title=Austin Rover Online |publisher=Austin-rover.co.uk |access-date=9 October 2010 |url-status=dead |archive-url=https://web.archive.org/web/20080503150232/http://www.austin-rover.co.uk/index.htm?lcvcdvf.htm |archive-date=3 May 2008 }}</ref>

At the time of its launch, the Metro was sold under the [[Austin Motor Company|Austin]] brand, and from 1982 [[MG (car)|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 (car)|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.<ref>{{cite web|url=https://www.angelfire.com/retro/minimetroland/id7.html |title=End of the road |publisher=Angelfire.com |access-date=9 October 2010}}</ref> 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.<ref>{{cite web | url = http://www.aronline.co.uk/blogs/facts-and-figures/history/history-production-figures/ | title = History: Production Figures | last = Adams | first = Keith | publisher = AROnline | date = 25 August 2011 | access-date = 18 September 2013 | url-status = dead | archive-url = https://web.archive.org/web/20130114035801/http://www.aronline.co.uk/blogs/facts-and-figures/history/history-production-figures/ | archive-date = 14 January 2013 | df = dmy-all }}</ref>

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==Austin/MG Metro==
{{Infobox automobile
| image = 1983 Austin Metro Automatic 1.3 Front.jpg
| caption = 1983 Austin Metro Mk1
| name = Austin Metro
| manufacturer = '''British Leyland''':<br/>BL Cars Ltd (1980–83)<br/>[[Austin Rover Group]] (1983–88)<br/>'''Rover Group'''<br/>Rover Cars (1986–90)
| aka = Austin Mini Metro<ref>[http://www.flickriver.com/photos/triggerscarstuff/9504398056/ Austin Mini Metro Road Test 1981, www.flickriver.com] Retrieved on 9 September 2013</ref> <br/> Rover Metro <br/>MG Metro <br/> Morris Metro
| production = 1980–1990
| assembly = [[Longbridge]], Birmingham, England
| body_style = 3-/5-door [[hatchback]]<br />3-door van
| platform = LC8
| engine = 0.85&nbsp;L ''[[BMC A-Series engine#848|A-Series]]'' [[Straight-four engine|I4]] (South America)<br /> 1.0&nbsp;L ''[[BMC A-Series engine#998 Plus|A-Series]]'' [[Straight-four engine|I4]]<br />1.3&nbsp;L ''[[BMC A-Series engine#1275 Plus|A-Series]]'' I4<br />1.3&nbsp;L ''[[BMC A-Series engine#1275 Turbo|A-Series]]'' [[Turbocharger|turbo]] I4
| transmission = 4-speed BMC [[Manual transmission]] (ADO88/LC8)<br/> 4-speed [[AP automatic transmission|BMC-AP]] [[Automatic transmission|automatic]] (ADO88/LC8)
| wheelbase = {{convert|2250|mm|in|1|abbr=on}}
| length = {{convert|3400|mm|in|1|abbr=on}}
| width = {{convert|1550|mm|in|1|abbr=on}}
| height = {{convert|1360|mm|in|1|abbr=on}}
| weight = {{convert|760-865|kg|lb}}
| designer = [[David Bache]]<br/>[[Harris Mann]]
| sp = uk
}}
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 [[B-segment|supermini]] market had evolved during the 1970s, with earlier small cars like the Mini and [[Hillman Imp]] being followed mostly by cars of a [[Car body configurations#Two-box design|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 ''[[Amalgamated Drawing Office|ADO88]]'' ('''A'''malgamated '''D'''rawing '''O'''ffice, '''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.<ref>{{Cite book|title=Back from the brink |author=Sir Michael Edwardes |publisher=Collins |year=1983 |isbn=0-00-217074-4}}</ref> 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''' ('''L'''eyland '''C'''ars 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 [[Mini#Mini Clubman and 1275 GT: 1969–1980|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 [[BMC A-series engine|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.
{{Multiple image | align = left | direction = vertical | width = 220
| image1 = 1983 Austin Metro Automatic 1.3 Rear.jpg
| caption1 = 1983 Austin Metro Mk1
| image3 = 1990 Rover Metro GS Automatic 1.3 Front.jpg
| image4 = 1990 Rover Metro GS Automatic 1.3 Rear.jpg
| caption4 = 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 [[BMC A-series engine#A-Plus versions|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 plant|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.<ref>{{cite web|title=Supermini projects : ADO74|url=http://www.aronline.co.uk/blogs/2011/06/25/supermini-projects-ado74/|access-date=30 May 2012|publisher=AROnline}}</ref>

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 Classic|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 Motors|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'''.<ref name="ARvanlets" />

[[File:1980 Austin Metro 1.0 L interior.jpg|thumb|left|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 [[Volkswagen Polo|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.<ref>{{cite web |url=http://www.aronline.co.uk/index.htm?jcarstoryf.htm |archive-url=https://archive.today/20120719200629/http://www.aronline.co.uk/index.htm?jcarstoryf.htm |url-status=dead |archive-date=19 July 2012 |title=The best of the British car industry |publisher=AROnline |access-date=30 May 2012 }}</ref>

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

{{Multiple image | align = right | direction = vertical | width = 220
| image1 = 1983 MG Metro 1.3.jpg
| image2 = 1984 MG Metro 1300 (16309745215).jpg
| caption2 = MG Metro 1300 Mk1
| image3 = 1989 MG Metro Turbo 1.3 Front.jpg
| image4 = 1989 MG Metro Turbo 1.3 Rear.jpg
| caption4 = MG Metro Turbo Mk2
}}
[[File:1982MGMetro-interior.jpg|thumb|right|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 (United Kingdom)|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 [[Diana, Princess of Wales|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 (Europe)|Ford Escort]] and [[Ford Sierra|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.

[[File:Mini Metro with 5 doors in Spain 1986.jpg|right|thumb|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 [[Invasion|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 (car)|MG]] Badged versions; the MG Metro marked a quick comeback for the marque previously used on sports cars until the [[Abingdon-on-Thames|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&nbsp;mph in 10.9 seconds, top speed 103&nbsp;mph). The Vanden Plas variant received the same MG engine from 1984 onwards (with the exception of the VP Automatic, which retained the {{convert|63|bhp|kW|0|abbr=on}} 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 [[Trunk (automobile)|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 [[camshaft|cam]] profile and larger carburettor leading to a 20% increase in [[Brake horsepower|BHP]] to 72&nbsp;bhp. At the October 1982 [[British International Motor Show#Birmingham years|Birmingham Motor Show]] the MG Metro [[Turbocharger|Turbo]] variant was first shown. With a quoted bhp of 93, 0–60&nbsp;mph in 9.9 seconds, and top speed of {{Convert|112|mph|km/h|0|abbr=on}} 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.<ref name=AG106>{{cite journal | journal = De AutoGids | number = 106 | volume = 5 | pages = 118–119 | title = Gedetailleerde Test: MG Metro Turbo | trans-title = Detailed Test | last = De Leener | first = Philippe | language = nl | date = 13 October 1983 | publisher = Uitgeverij Auto-Magazine | location = Brussels, Belgium }}</ref> This model had a few addition modifications bolted on over the [[Naturally aspirated engine|normally aspirated]] MG model to give an additional 21&nbsp;bhp. Aside from the turbocharger and exhaust system itself, and what was (at the time) a relatively sophisticated [[Boost (automotive engineering)|boost]] delivery and control system, the MG Turbo variant incorporated stiffer [[Suspension (vehicle)|suspension]] (purportedly with engineering input from [[Lotus Cars|Lotus]]), and an uprated crankshaft of [[Nitriding|nitrided steel]] and [[sodium-cooled exhaust valve]]s.

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.<ref name=AG106/> 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. From 1983, the MG badge also found its way onto higher performance versions of the Maestro, and shortly afterwards it was adopted for higher-performance versions of the [[Austin Montego|Montego]].

===Mark II===
A Mark II version of the Metro was introduced in 1984.<ref>[http://web.archive.org/web/20231112032006/https://nationalmotormuseum.org.uk/the-metro-at-40/ The Metro at 40, nationalmotormuseum.org.uk, as archived at web.archive.org]</ref> 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 [[European Economic Community|EEC]] regulations made it compulsory for all new cars to have a catalytic converter or fuel injection.

[[File:Metro van 1275cc registered April 1992.jpg|thumb|left|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 (automotive)|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 (Europe)#Third generation (1980–1986)|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.<ref>{{cite web  |url=http://rds.homeoffice.gov.uk/rds/prgpdfs/fcpu33.pdf |title=Car Theft in England and Wales: The Home Office Car Theft Index |author=George Houghton |publisher=Government of the United Kingdom |year=1992 |archive-url=https://web.archive.org/web/20111007102248/http://rds.homeoffice.gov.uk/rds/prgpdfs/fcpu33.pdf |archive-date=7 October 2011 |access-date=27 November 2010 |url-status=dead}}</ref> 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.<ref>{{cite web |url=http://www.motoring-news.co.uk/2010/09/10/mini-metro-hits-30/503 |title=Blog Archive " Mini Metro hits 30! |publisher=Motoring News |access-date=10 September 2010 |archive-url=https://web.archive.org/web/20100922010417/http://www.motoring-news.co.uk/2010/09/10/mini-metro-hits-30/503 |archive-date=22 September 2010 |url-status=dead  }}</ref>

===Launch prices===
* 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===
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.{{cn|date=November 2024}}

* 1980-**: 848&nbsp;cc ''[[BMC A-Series engine#848 Plus|A-Series]]'' [[Straight-four engine|I4]], {{cvt|34|bhp|kW PS|0}} at 5500&nbsp;rpm and {{cvt|44|lbft|Nm|0}} at 2900&nbsp;rpm (** = Date last car officially sold is currently unknown)
* 1980–83: 998&nbsp;cc ''[[BMC A-Series engine#998 Plus|A-Series]]'' I4, {{cvt|45|bhp|kW PS|0}} at 5400&nbsp;rpm and {{cvt|53|lbft|Nm|0}} at 3000&nbsp;rpm 
* 1983–88: 998&nbsp;cc ''[[BMC A-Series engine#998 Plus|A-Series]]'' I4, {{cvt|41|bhp|kW PS|0}} at 5500&nbsp;rpm and {{cvt|54|lbft|Nm|0}} at 3250&nbsp;rpm (low compression option)
* 1983–87: 998&nbsp;cc ''[[BMC A-Series engine#998 Plus|A-Series]]'' I4, {{cvt|44|bhp|kW PS|0}} at 5500&nbsp;rpm and {{cvt|54|lbft|Nm|0}} at 3250&nbsp;rpm (''Metro City'')
* 1983–87: 998&nbsp;cc ''[[BMC A-Series engine#998 Plus|A-Series]]'' I4, {{cvt|46|bhp|kW PS|0}} at 5500&nbsp;rpm and {{cvt|54|lbft|Nm|0}} at 3250&nbsp;rpm (''Metro Standard/City X'')
* 1980–84: 998&nbsp;cc ''[[BMC A-Series engine#998 Plus|A-Series]]'' I4, {{cvt|47|bhp|kW PS|0}} at 5500&nbsp;rpm and {{cvt|54|lbft|Nm|0}} at 3250&nbsp;rpm (''Metro HLE'')
* 1987–90: 998&nbsp;cc ''[[BMC A-Series engine#998 Plus|A-Series]]'' I4, {{cvt|47|bhp|kW PS|0}} at 5500&nbsp;rpm and {{cvt|54|lbft|Nm|0}} at 3250&nbsp;rpm
* 1980–83: 1275&nbsp;cc ''[[BMC A-Series engine#1275 Plus|A-Series]]'' I4, {{cvt|60|bhp|kW PS|0}} at 5250&nbsp;rpm and {{cvt|72|lbft|Nm|0}} at 3200&nbsp;rpm
* 1983–90: 1275&nbsp;cc ''[[BMC A-Series engine#1275 Plus|A-Series]]'' I4, {{cvt|62|bhp|kW PS|0}} at 5300&nbsp;rpm and {{cvt|72|lbft|Nm|0}} at 3100&nbsp;rpm
* 1984–89: 1275&nbsp;cc ''[[BMC A-Series engine#1275 Plus|A-Series]]'' I4, {{cvt|71|bhp|kW PS|0}} at 6000&nbsp;rpm and {{cvt|75|lbft|Nm|0}} at 4000&nbsp;rpm (''Metro Vanden Plas'')
* 1982–89: 1275&nbsp;cc ''[[BMC A-Series engine#1275 Plus|A-Series]]'' I4, {{cvt|72|bhp|kW PS|0}} at 6000&nbsp;rpm and {{cvt|75|lbft|Nm|0}} at 4000&nbsp;rpm (''MG Metro'')
* 1983–89: 1275&nbsp;cc ''[[BMC A-Series engine#1275 Turbo|A-Series]]'' [[Turbocharger|turbo]] I4, {{cvt|93|bhp|kW PS|0}} at 6130&nbsp;rpm and {{cvt|85|lbft|Nm|0}} at 2650&nbsp;rpm (''MG Metro Turbo'')
* 1989–90: 1275&nbsp;cc ''[[BMC A-Series engine#1275 Plus|A-Series]]'' I4, {{cvt|69|bhp|kW PS|0}} at 5450&nbsp;rpm and 75&nbsp;lb·ft (99&nbsp;Nm) at 4000&nbsp;rpm (''Metro GTa/MG Metro'')

{{Clear}}

==Rover Metro==
{{Infobox automobile
| image = 1991 Rover Metro C 1.1.jpg
| name = Rover Metro
| manufacturer = [[Rover (car)|Rover]] ([[Rover Group]])
| aka = Rover 100 (Europe)
| production = 1990–1994
| assembly = [[Longbridge plant|Longbridge, Birmingham, England]]
| body_style = 3-door [[hatchback]]<br />5-door [[hatchback]]<br />2-door [[convertible (car)|convertible]]<br/>3-door panel van
| layout = Front engine, front-wheel drive
| platform = R6
| engine = {{ubl
  | 1.1&nbsp;L ''[[Rover K-series engine|K-series]]'' 8V [[Straight-four engine|I4]]
  | 1.4&nbsp;L [[Rover K-series engine|K-series]]&nbsp;8/16V I4
  | 1.4&nbsp;L ''[[PSA TUD engine|PSA/TUD3]]'' [[Diesel engine|diesel]] I4
  }}
| transmission = 4/5-speed PSA manual <br />[[Continuously variable transmission|CVT]]
| wheelbase = {{convert|88.6|in|mm|0|abbr=on}}
| length = {{convert|134.1|in|mm|0|abbr=on}}
| width = {{convert|61.6|in|mm|0|abbr=on}}
| height = {{convert|53.5|in|mm|0|abbr=on}}
| weight = 1,852lbs (840&nbsp;kg)
| related = [[MG F / MG TF]]
| designer = 
| sp = uk
}}
[[File:1993 Rover Metro L 1.1 Rear.jpg|alt=|left|thumb|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.<ref>{{Cite web | url=https://www.aronline.co.uk/concepts/bl-concepts/ar6/concepts-austin-ar6/ |title = Austin AR6 – the full story of a new supermini to replace the Austin Metro|date = 28 July 2018}}</ref>

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&nbsp;cc {{convert|60|bhp|kW|0|abbr=on}}) and 1.4 litre (1396&nbsp;cc {{convert|76|bhp|kW|0|abbr=on}}) 8-valve versions, while a 16-valve engine was available in the GTi (early variants are {{convert|95|bhp|kW|0|abbr=on}} SPi while the later MPi version has 103&nbsp;bhp) and the early GTa. All models used end-on gearboxes designed jointly by Rover and [[Peugeot]]. In 1992, a 1.4 [[PSA Peugeot Citroën|PSA]] [[PSA TUD engine|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 [[Continuously Variable Transmission|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.

[[File:Rover Metro Rio 1.jpg|thumb|left|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]].<ref name="aronline.co.uk">[http://www.aronline.co.uk/blogs/2011/06/25/concepts-austin-ar6/ Concepts : Austin AR6]. AROnline. Retrieved 4 September 2013.</ref> 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.<ref name="aronline.co.uk"/> 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|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-{{convert|100|bhp|kW|-1|abbr=on}} engine for the GTI can be boosted to over {{Convert|130|hp|kW|0|abbr=on}} 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).

{{Clear}}

==Rover 100==
{{Infobox automobile
| image = Rover 100 Knightsbridge SE.jpg
| name = Rover 100
| manufacturer = Rover 
| aka =
| production = 1994–1998
| assembly =
| body_style = 3-/5-door [[hatchback]]<br />2-door [[convertible (car)|convertible]]
| layout =
| platform = R6
| engine = 1.1&nbsp;L ''[[Rover K-series engine|K-series]]'' SPI 8V [[Straight-four engine|I4]]<br />1.4&nbsp;SPI&nbsp;[[Rover K-series engine|K-series]]&nbsp;8/16V<br />1.4&nbsp;MPI&nbsp;[[Rover K-series engine|K-series]]&nbsp;8/16V<br/>1.5&nbsp;L ''[[PSA TUD engine|PSA/TUD5]]'' [[Diesel engine|diesel]] I4
| transmission = 5-speed PSA manual<br/>[[Variomatic|Van Doorne VT-1]] [[Continuously variable transmission|CVT]] automatic
| wheelbase =
| length =
| width =
| height =
| weight =
| related =
| designer =
}}
[[File:1996 Rover 100 Kensington SE - rear.jpg|thumb|left|Rover 100 Kensington Rear]]
In December 1994, the revised R6 model appeared.<ref name="AR97">{{cite book | ref = AR97 | title = Automobil Revue 1997 | editor-last = Büschi | editor-first = Hans-Ulrich | publisher = Hallwag AG | location = Berne, Switzerland | language = de, fr | page = 476 | volume = 92 |date=6 March 1997 | isbn = 3-444-10479-0 }}</ref> 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.

[[File:Rover 100.jpg|thumb|left|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.

[[File:Rover 111 i Extra.jpg|thumb|Cheapest versions had no colour-matching bumpers (111i pictured)]]
[[File:Rover 100 Cabriolèt front.JPG|thumb|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<ref>{{cite web|title=test results from Euro NCAP site|url=http://www.euroncap.com/tests/rover_100_1997/11.aspx|publisher=Euro NCAP|access-date=15 July 2010}}</ref> (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, Rover withdrew the 100 from production – marking the end of nearly 18 years of production with the last car built on 23 December 1997.<ref>{{cite web | url=https://www.aronline.co.uk/cars/rover/metro-100/r6-development-story/ | title=Rover Metro/100 - the story of its 1990s revolution | date=4 August 2022 }}</ref>

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==

{| class="wikitable"  style="font-size:90%; width:940px"
|-
!Years!! Model & Transmission !!Engine !!Power !!Torque !!Top Speed !!0–62&nbsp;mph (0–100&nbsp;km/h) !!Economy !!Emissions
|-
!colspan=9|Petrol
|-
|← 1994||'''Rover Metro 1.1i'''||1.1 L, 4 in-L||{{convert|61|PS|kW hp|0|abbr=on}}||90 N·m (66&nbsp;lb·ft)||{{convert|97|mph|abbr=on}}||13.7 s||{{convert|46.0|mpgimp|L/100 km|abbr=on}}||157 g/km
|-
|← 1994||'''Rover Metro 1.4i 8v'''||1.4 L, 4 in-L||{{convert|76|PS|kW hp|0|abbr=on}}||117 N·m (86&nbsp;lb·ft)||{{convert|105|mph|abbr=on}}||10.5 s||{{convert|42.9|mpgimp|L/100 km|abbr=on}}||165 g/km
|-
|← 1994||'''Rover Metro 1.4i 16v SPI'''||1.4 L, 4 in-L||{{convert|96|PS|kW hp|0|abbr=on}}||124 N·m (92&nbsp;lb·ft)||{{convert|113|mph|abbr=on}}||9.6 s||{{convert|42.5|mpgimp|L/100 km|abbr=on}}||___ g/km
|-
|← 1994||'''Rover Metro 1.4i 16v MPI'''||1.4 L, 4 in-L||{{convert|103|PS|kW hp|0|abbr=on}}||123 N·m (91&nbsp;lb·ft)||{{convert|116|mph|abbr=on}}||8.6 s||{{convert|42.5|mpgimp|L/100 km|abbr=on}}||___ g/km
|-
|1994 →||'''Rover 111i'''||1.1 L, 4 in-L||{{convert|61|PS|kW hp|0|abbr=on}}||90 N·m (66&nbsp;lb·ft)||{{convert|97|mph|abbr=on}}||13.7 s||{{convert|46.0|mpgimp|L/100 km|abbr=on}}||157 g/km
|-
|1994 →||'''Rover 114i 8v'''||1.4 L, 4 in-L||{{convert|76|PS|kW hp|0|abbr=on}}||117 N·m (86&nbsp;lb·ft)||{{convert|105|mph|abbr=on}}||10.5 s||{{convert|42.9|mpgimp|L/100 km|abbr=on}}||165 g/km
|-
|1994 →||'''Rover 114i 8v Automatic'''||1.4 L, 4 in-L||{{convert|76|PS|kW hp|0|abbr=on}}||117 N·m (86&nbsp;lb·ft)||{{convert|100|mph|abbr=on}}||11.1 s||{{convert|41.4|mpgimp|L/100 km|abbr=on}}||___ g/km
|-
|1994 →||'''Rover 114i 16v SPI'''||1.4 L, 4 in-L||{{convert|96|PS|kW hp|0|abbr=on}}||124 N·m (92&nbsp;lb·ft)||{{convert|113|mph|abbr=on}}||9.6 s||{{convert|42.5|mpgimp|L/100 km|abbr=on}}||___ g/km
|-
|1994 →||'''Rover 114i 16v MPI'''||1.4 L, 4 in-L||{{convert|103|PS|kW hp|0|abbr=on}}||124 N·m (92&nbsp;lb·ft)||{{convert|116|mph|abbr=on}}||8.6 s||{{convert|42.5|mpgimp|L/100 km|abbr=on}}||___ g/km
|-
!colspan=9|Diesel
|-
|← 1994||'''Rover Metro 1.4 D'''||1.4 L, 4 in-L||{{convert|53|PS|kW hp|0|abbr=on}}||83 N·m (61&nbsp;lb·ft)||{{convert|88|mph|abbr=on}}||16.8 s||{{convert|56.0|mpgimp|L/100 km|abbr=on}}||___ g/km
|-
|1994 →||'''Rover 115 D'''||1.5 L, 4 in-L||{{convert|57|PS|kW hp|0|abbr=on}}||95 N·m (70&nbsp;lb·ft)||{{convert|96|mph|abbr=on}}||15.3 s||{{convert|56.0|mpgimp|L/100 km|abbr=on}}||___ g/km
|}

{{anchor|6R4}}
==MG Metro 6R4 rally car== <!-- [[WilliamsF1]] links directly to this section -->
{{Infobox automobile
| image = MG Metro 6R4 001 (cropped).JPG
| name = MG Metro 6R4
| manufacturer = [[Austin Rover Group]], [[Austin Rover World Rally Team]]
| production = 1984–1987
| body_style = 3-door [[hatchback]]
| layout = [[Mid-engine, four-wheel drive layout|Rear mid-engine, four-wheel drive]]
| platform = LC8
| engine = {{cvt|2991|cc|cuin}} [[Austin-Rover V64V engine|V64V]] 90° [[V6 engine|V6]] [[DOHC]]<br />bore and stroke of {{convert|92x75|mm}}
| transmission = 5-speed [[Manual transmission|manual]]
| wheelbase = {{cvt|2391|mm|in}}
| length = {{cvt|3657|mm|in}}
| width = {{cvt|1836|mm|in}}
| height = {{cvt|1650|mm|in}}
| weight = {{cvt|1040|kg|lb}}
| related = MG Metro
| designer = John Davenport <small>(director, Austin Rover Group Motorsport)</small><br>[[Patrick Head]] <small>(chief designer, [[Williams Grand Prix Engineering]])</small><br>Brian O'Rourke <small>(structure, bodywork)</small><br>John Piper <small>(layout, transmission, suspension)</small><br>David Wood <small>(engine)</small><br>Bob Farley <small>(engine)</small><br>Ian Anderson <small>(fabrication)</small><br>Derek Jones <small>(machining)</small><ref>{{Cite web|url=https://www.6r4.net/site/6r4-history/williams-the-6r4|title=6R4.net: Williams GPE and the Metro 6R4|website=www.6r4.net}}</ref>
| powerout = {{convert|250-410|bhp|kW|0|abbr=on}} dependent upon spec
}}
[[File:MG Metro 6R4 002 (cropped).JPG|left|thumb|Rear]]
Created for the short-lived [[Group B]] rally category, the [[Four-wheel drive|4WD]] mid engined MG Metro 6R4 of 1984 (standing for '''6'''-cylinder, '''R'''ally, '''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 F1|Williams Grand Prix Engineering]].<ref>{{Cite web|url=https://www.6r4.net/site/index.php?option=com_content&view=article&id=3&Itemid=4|title=6R4.net &#124; The home of the MG 6R4|website=www.6r4.net}}</ref>

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 cam|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 [[Glass-reinforced plastic|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.<ref>{{Cite web|url=https://www.automobile-sportive.com/guide/mg/metro6r4.php|title=MG METRO 6R4 Clubman - COLLECTOR|website=L Automobile Sportive, le guide des voitures de sport}}</ref>

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 {{convert|250|bhp|kW|0|abbr=on}}, of which around 200 were made and sold to the public for £40,000 (the [[Homologation (motorsport)|homologation]] version). A further 20 were taken and built to International specifications which had a recorded output of over {{convert|410|bhp|kW PS|0|abbr=on}}<ref>{{cite web | url=https://www.aronline.co.uk/cars/austin/metro/mg-metro-6r4/#:~:text=The%20MG%20Metro%206R4%20was,category%2C%20and%20its%20scintillating%20performance | work = AROnline | title=The cars: MG Metro 6R4 Group B | date=22 February 2021 }}</ref><ref>{{Cite web|url=https://rallygroupbshrine.org/the-group-b-cars/rally-cars/mg-metro-6r4/|title=MG Metro 6R4 (Group B)|date=19 January 2016|website=Rally Group B Shrine}}</ref>

At its launch in 1985, [[Rover (car)|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 [[Rally GB|Lombard RAC rally]] in November 1985, and an example, driven by ''works'' driver [[Tony Pond]], finished a highly respectable third, behind two [[Lancia Delta S4]]s.<ref>{{Cite web|url=https://www.lanemotormuseum.org/collection/cars/item/mg-metro-6r4-1985|title=MG Metro 6R4- 1985 - Lane Motor Museum|website=www.lanemotormuseum.org}}</ref><ref>{{Cite web|url=https://www.evo.co.uk/features/features/260041/birth_of_an_icon_mg_metro_6r4.html|title=Birth of an icon: MG Metro 6R4| date = 2010-05-22 | first = Ian | last = Eveleigh | website=evo}}</ref>

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 [[Motor Sports Association|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).<ref>{{Cite web|url=https://www.mgownersclub.co.uk/mg-guides/saloons/mg-metro-6r4 | archive-url = https://web.archive.org/web/20221203043604/https://www.mgownersclub.co.uk/mg-guides/saloons/mg-metro-6r4 | archive-date = 2022-12-03 | title=MG Metro 6R4 | work = The MG Owners' Club }}</ref><ref>{{Cite web|url=https://www.autozine.org/Archive/MG/classic/Metro_6R4.html|title=MG Metro 6R4|website=www.autozine.org}}</ref>

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.<ref>{{Cite web|url=https://silodrome.com/mg-metro-6r4/|title=The Rare MG Metro 6R4 – Britain's Hairy-Chested Group B Challenger|date=28 January 2021|website=Silodrome}}</ref><ref>{{Cite web|url=https://www.6r4.net/site/|title=6R4.net &#124; The home of the MG 6R4|website=www.6r4.net}}</ref>

<gallery widths=200 heights=140>
Metro6r4.jpg|Rover Metro 6R4 at the 2005 Goodwood Festival of Speed
6r4clubman (cropped).jpg|MG Metro 6R4 Clubman road-going street homologation version
WillGollopWinningHöljesIn1991.jpg|Will Gollop used his MG Metro 6R4 BiTurbo to claim the [[FIA European Rallycross Championship]] title in 1992
</gallery>

==Motorsport==

===Touring Car Racing===

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.<ref>{{Cite web |title=1990 CIS - round 6 |url=http://touringcarracing.net/Races/1990%20Misano.html |access-date=2025-04-23 |website=touringcarracing.net}}</ref>

===MG Metro Challenge===

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.<ref>{{Cite web |title=Mighty Metros |url=https://www.mgcc.co.uk/articles/mighty-metros/ |access-date=2025-04-23 |website=MG Car Club |language=en-US}}</ref> The series ran until the end of the 1990 season.<ref>{{cite magazine | url = https://www.pressreader.com/uk/motorsport-news/20200527/282260962671934 | archiveurl = https://web.archive.org/web/20221104113007/https://www.pressreader.com/uk/motorsport-news/20200527/282260962671934 | archivedate = 2022-11-04 | title = Feature: Rover Tomcats | magazine = Motorsport News | first = Paul | last = Lawrence | date = 2020-05-27 | via = Pressreader| page =  }}</ref><ref>{{cite web | url=https://www.flickr.com/photos/antsphoto/6737977435/in/photostream/ | title=MG Metro Turbo Challenge. 1990 Silverstone | date=July 1990 }}</ref><ref>{{cite web | url=https://www.flickr.com/photos/antsphoto/6737976485/in/photostream/ | title=Peter Baldwin MG Metro Turbo Challenge. 1990 Silverstone | date=July 1990 }}</ref>

The series was popular with then-current and future Touring car drivers, with [[Steve Soper]] becoming the series' inaugural Champion<ref>{{Cite web |last=Imgur |title=imgur.com |url=https://imgur.com/ktelMow |access-date=2025-04-23 |website=Imgur |language=en}}</ref><ref>{{Cite web |date=2014-07-07 |title=Saloons |url=https://www.motorsportmagazine.com/archive/article/march-1986/32/the-one-make-series/ |access-date=2025-04-23 |website=Motor Sport Magazine |language=en-GB}}</ref> and future British Touring Car Champion [[Tim Harvey]] making his tin-top racing debut in the 1984 Season.<ref>{{Cite web |date=2020-01-13 |title=Lunch with Tim Harvey |url=https://www.motorsportmagazine.com/archive/article/february-2020/53/lunch-with-tim-harvey/ |access-date=2025-04-23 |website=Motor Sport Magazine |language=en-GB}}</ref>

The series spawned an International Championship for the 1986 Season,<ref>{{Cite web |title=Austin/MG Metro/Metro Turbo Challenge (split from Grp A Turbo thread) - TenTenths Motorsport Forum |url=https://tentenths.com/forum/showthread.php?t=115822 |access-date=2025-04-23 |website=tentenths.com}}</ref> and is also known to have spawned a European and Italian Championship.<ref>{{Cite web |title=Ecurie Ecosse MG Metro - TNF's Archive |url=https://forums.autosport.com/topic/91171-ecurie-ecosse-mg-metro/ |access-date=2025-04-23 |website=The Autosport Forums |language=en}}</ref><ref>{{Cite web |title=1983 MG Metro - Challenge - Only track use ! |url=https://www.classicdriver.com/en/car/mg/metro/1983/1009684 |access-date=2025-04-23 |website=www.classicdriver.com |language=en-US}}</ref>

The 1987 Season was notable for former Featherweight Boxing Champion [[Barry McGuigan]] joining the series,<ref>{{cite web | url=https://www.flickr.com/photos/trackside/49716362112 | title=Barry McGuigan - MG Metro Turbo | date=30 March 2020 }}</ref> and also featured cameo appearances from future F1 Drivers [[Bertrand Gachot]],<ref>{{cite web | url=https://www.flickr.com/photos/trackside/49715507893/in/photostream/ | title=Bertrand Gachot - MG Metro Turbo | date=30 March 2020 }}</ref> [[Johnny Herbert]],<ref>{{cite web | url=https://www.flickr.com/photos/trackside/49715507858/in/photostream/ | title=Johnny Herbert - MG Metro Turbo | date=30 March 2020 }}</ref><ref>{{cite web | url=https://www.flickr.com/photos/trackside/49716046331/in/photostream/ | title=Johnny Herbert - MG Metro Turbo | date=30 March 2020 }}</ref> and [[Damon Hill]].<ref>https://media.gettyimages.com/id/2184513239/photo/formula-three-driver-damon-hill-took-time-out-to-compete-in-the-mg-metro-challenge-mg-metro.jpg?s=612x612&w=0&k=20&c=COX9IgNyrDkUubWLEcInpQNCY3zrEdjyMEd-hXOs73U=</ref>

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]].<ref>{{cite web | url=https://forums.autosport.com/topic/164117-89-celebrity-metro-turbo-drivers/ | title=#89 celebrity Metro Turbo drivers ? - the Nostalgia Forum }}</ref><ref>http://www.psychoontyres.co.uk/esso-celebrity-challenge-car-mg-metro-turbo/</ref>

===Austin Rover Rallysprint===

In 1983,<ref>{{cite web | url=https://www.ewrc-results.com/events/?find_event=Rover+Rallysprint | title=EWRC-results - rally database }}</ref> and 1984,<ref>{{cite web | url=https://www.ewrc-results.com/final/63971-austin-rover-rallysprint-1984/ | title=Final results Austin Rover Rallysprint 1984 }}</ref> 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.<ref>{{cite web | url=https://www.ewrc-results.com/entries/64099-austin-rover-rallysprint-1985/ | title=Entry list Austin Rover Rallysprint 1985 }}</ref><ref>{{cite web | url=https://m.youtube.com/watch?v=rcyvknlWE3E | title=MG Metro 6R4 - Austin Rover Rallysprint 1985 | website=[[YouTube]] | date=2 May 2015 }}</ref> This time, the overall victor was [[Stig Blomqvist]].<ref>{{cite web | url=https://tentenths.com/forum/showthread.php?t=113037 | title=1983-85 Austin Rover Rallysprints @ Donington Park - TenTenths Motorsport Forum }}</ref>

===MG Metro Super Challenge===

A one-make series for Metro 6R4s ran during the 1988<ref>{{cite web | url=https://m.youtube.com/watch?v=qDQrq44DICY | title=MG Metro 6R4 - Esso Metro Super Challenge 1988 | website=[[YouTube]] | date=4 February 2018 }}</ref> and 1989<ref>{{cite web | url=https://m.youtube.com/watch?v=O4UOE5pwAS4 | title=MG Metro 6R4 - Esso Metro Super Challenge 1989 | website=[[YouTube]] | date=21 April 2020 }}</ref> seasons. Tony Pond was a notable guest entry in this series.<ref>{{cite web | url=https://m.youtube.com/watch?v=u1Xg_og56LI&list=PLW0pHFU5Dqs1Z60kBLHK44WClllwlcRUZ&index=6&pp=iAQB0gcJCU8JAYcqIYzv | title=Ferodo MG Metro 6R4 Trophy Race - Birmingham Superprix | website=[[YouTube]] | date=2 May 2015 }}</ref>

===MG Metro Cup===

The MG Metro Cup started in 1992 and continues as of 2025.<ref>{{cite web | url=https://brscc.co.uk/formulae/mg-metro-cup/ | title=BRSCC &#124; Hickford Construction Mg Metro Cup }}</ref><ref>{{cite web | url=https://mgmetrocup.co.uk/index.php/2024/11/13/2025-calendar/ | title=2025 Race Calendar – MG Metro Cup }}</ref>

===Northern Irish Metro Championship===

British Touring Car legend [[Colin Turkington]] won his first motor racing title in a Metro in his native Northern Ireland in 1998.<ref>{{cite web | url=https://www.motorsportmagazine.com/archive/article/september-2020/51/afternoon-tea-with-colin-turkington/ | title=Afternoon tea with: Colin Turkington | date=21 July 2020 }}</ref>

== Popularity ==
[[File:Austin-MG Metro, Rover Metro & Rover 100 production.png|thumb|right|300px|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 (first generation)|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).<ref>{{Cite news | url=https://www.telegraph.co.uk/motoring/picturegalleries/10986566/UKs-10-best-selling-cars-since-1965.html | title=UK's 10 best-selling cars since 1965| date=24 July 2014}}</ref> 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 [[Volkswagen Polo#Second generation (86C; 1981)|VW Polo Mk. 2]].{{Citation needed|date=September 2010}} 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|date=January 2020}} 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.<ref>{{cite web|url=http://icliverpool.icnetwork.co.uk/motors/advice/tm_headline=recession-proof-wise-buys-revealed&method=full&objectid=23171460&siteid=63127-name_page.html |title=icliverpool.icnetwork.co.uk |publisher=icliverpool.icnetwork.co.uk |date=17 March 2009 |access-date=9 October 2010 |archive-url=https://web.archive.org/web/20100929183812/http://icliverpool.icnetwork.co.uk/motors/advice/tm_headline%3Drecession-proof-wise-buys-revealed%26method%3Dfull%26objectid%3D23171460%26siteid%3D63127-name_page.html |archive-date=29 September 2010 |url-status=dead }}</ref>

Lady Diana Spencer (later [[Diana, Princess of Wales]]) owned a red W-registered Metro before her engagement to the then-[[Prince Charles, Prince of Wales|Prince Charles]].<ref>{{cite web|url=https://www.angelfire.com/retro/minimetroland/id11.html |title=Retro MiniMetroland article |publisher=Angelfire.com |access-date=9 October 2010}}</ref> This car is in the [[Coventry Transport Museum|Museum of British Road Transport]], Coventry.

==References==
{{commons category|Austin Metro}}
{{Reflist}}

{{Rover}}
{{Rover, MG, BL Austin and BL Land Rover vehicles timeline since 1980}}
{{British Motor Holdings and British Leyland cars, 1966-1986}}
{{Rover Group cars, 1986-2005}}

[[Category:Austin vehicles|Metro]]
[[Category:Hatchbacks]]
[[Category:Subcompact cars]]
[[Category:Cars introduced in 1980]]
[[Category:Cars discontinued in 1997]]
[[Category:Rally cars]]
[[Category:Group B cars]]
[[Category:Touring cars]]
[[Category:1990s cars]]
[[Category:Front-wheel-drive vehicles]]
[[Category:Euro NCAP superminis]]

[[de:Rover 100er-Serie]]