Rover Metro
From Wikipedia, the free encyclopedia
| Rover Metro/100 series (formerly Austin Metro or Mini Metro) | |
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| Manufacturer | Austin Rover Group MG Rover |
| Production | 1980–1998 2,078,218 (includes Rover 100) [1] |
| Predecessor | Mini |
| Successor | Rover 200 MG ZR CityRover MINI |
| Class | Supermini |
| Body style | 5-door hatchback 3-door hatchback 3-door van 2-door convertible |
| Platform | FF |
| Engine | 1.0 A-Series Straight-4 1.3 A-Series Straight-4 1.3 A-Series Straight-4 turbo 1.1 SPI K-series 8V 1.4 SPI K-series 8/16V 1.4 MPI K-series 8/16V |
| Related | MG Metro |
The Metro is a supermini car that was produced by the Austin Rover Group division of British Leyland and its successors. It was launched in 1980 as the Austin Mini Metro (or miniMETRO as the car's badge itself reads). It was intended as a replacement for the Mini, and was developed under the codename LC8.
During its 18-year lifespan, the Metro wore many names: Austin Metro, MG Metro and Rover Metro. It was re-badged as the Rover 100 series in 1994. There were also van versions known as the Morris Metro and later Metrovan. [2]
Although the new 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 [3]. A direct replacement in the supermini class did not arrive until 2004 with the CityRover. The Rover 100 was finally cancelled in 1998, ironically being outlived (by two years) by the original Mini it was meant to replace.
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[edit] Austin/MG Metro
In the autumn of 1980, BL or more specifically Austin Rover introduced the Austin Metro. It was intended as a replacement for the Mini, but used a larger design which was more modern and practical. Yet some of the Mini's underpinnings were carried over into the Metro, namely the 998 cc and 1275 cc A-Series engines and much of the front-wheel drivetrain and four-speed manual gearbox. The Metro used the Hydragas suspension system found on the Allegro. The hatchback body shell was one of the most spacious of its time and this was a significant factor in its popularity. Initially, the Metro was sold as a three-door hatchback.
At the time of its launch, the Metro was hailed as British Leyland's saviour, as the company was facing a serious financial crisis at the time and there were fears that it could go out of business. British Leyland's troubles were largely attributed to out-of-date technology and design of most of its model range. The Mini, for example, had been in production for 21 years by the time of the Metro's launch.
The Metro quickly proved popular with buyers, and 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. Its clever interior design made it spacious considering its dimensions, and hydrogas compensation gave surprisingly good ride and handling. Its 1.0 and 1.3 engines hardly represented the cutting edge in performance, but they were strong on economy.
The Metro range was expanded during 1982 to include the Vanden Plas and MG versions. The Vanden Plas version 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 63bhp 1275cc 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 and the standard 1.3 engine were relatively minor, with modified cylinder head and altered cam profile being the major contributors to a modest increase in BHP. Soon afterwards, the MG Metro Turbo variant was released with a quoted BHP of 93, 0-60 mph in 9.9 seconds, and top speed of 112 mph. This model had a great many modifications over the normally aspirated MG model. 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) including a rear anti-rollbar plus uprated crankshaft and uprated gearbox.
Both MG variants were given a 'sporty' interior with red seat belts, red carpets, and a sports-style steering wheel. The later MG variants were emblazoned with the MG logo both inside and outside, 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 variants. Indeed, at the time of its release, the MG Metro was the first in a succession of modern cars which heralded a spirited return of the MG marque after several years' absence of new MGs.
A mild facelift during 1985 saw some minor styling modifications to the Metro's front end, along with a new dashboard design and the long-awaited 5-door version. A rear spoiler reduced drag coefficient to increase the Metro's already economical MPG, and the hydraulic clutch (often berated as the cause of the Metro's particularly harsh gearchange) was replaced by a cable-operated mechanism. The lack of a 5-speed transmission would become a major handicap 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. The Hydragas suspension also gave the car a harsh, bouncy ride despite pleas from the system's inventor, Dr. Alex Moulton, that it should be interconnected front-to-rear as opposed to side-to-side as was found on the production version.
While the Metro was a huge seller in the UK, it gained a reputation for unreliability and lacklustre build quality early in its career which dented its appeal in foreign markets, where the likes of the Volkswagen Polo, Fiat Uno and Peugeot 205 were firmly established favourites.
Engines:
- 1980–1990 - 998 cc A-Series I4, 41 hp (31 kW) at 5400 rpm and 51 ft·lbf (69 Nm) at 2700 rpm
- 1980–1990 - 1275 cc A-Series I4, 63 hp (47 kW) at 5650 rpm and 72 ft·lbf (98 Nm) at 3100 rpm
- 1982–1989 - 1275 cc A-Series I4, 72 hp (54 kW) at 6000 rpm and 73 ft·lbf (99 Nm) at 4000 rpm (MG Metro)
- 1983–1989 - 1275 cc A-Series turbo I4, 93 hp (69 kW) at 6130 rpm and 85 ft·lbf (115 Nm) at 2650 rpm (MG Metro Turbo)
- 1989–1990 - 1275 cc A-Series I4, 73 hp (54 kW) at 6000 rpm and 73 ft·lbf (99 Nm) at 4000 rpm (Metro GTa)
[edit] Rover Metro
At the end of 1989, the Austin marque was shelved and the models were officially re-badged as Rovers, though in fact a badge of the same shape as Rover's had been used on Metros since 1988. The Rover Metro came into being in 1990, heavily revised and fitted with a new range of engines. The ageing 998 cc and 1275 cc A-Series engines, which had been in use since the late 1950s, gave way to the K-Series 8 valve engines and a 16 valve engine in the GTi(early variants were 95bhp Spi & later Mpi version 103 bhp) and the early GTa. In 1993 a 1.4 diesel was launched. The Hydragas suspension was finally modified to accept front to rear interconnection in the way that Alex Moulton so desperately wanted to bring the car back up to standard in terms of handling and ride quality.
The basic bodyshell was retained for cost reasons 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 binaccle and instruments, 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.
Now badged as a Rover, the Metro's build quality, driving manners and reliability were so much improved that it was brought to the top of the supermini class. It even won What Car Car of The Year 1991. By the early 1990s it was competing very effectively with stiff competition such as the Renault Clio, Peugeot 106 and Ford Fiesta. This was no doubt helped by the perception of the car by the general public as a classier alternative, as Rover was established as a desirable brand for the mainstream UK market by the early 1990s.
In many export markets, the Rover Metro was badged as the Rover 100 series.
Latterly this car has attracted an enthusiastic following including use as a low-cost entry to motor racing. The basic just over 100 bhp engine for the GTI can be boosted to over 130 bhp 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.
[edit] Rover 100
In the autumn of 1994 Rover scrapped the Metro nameplate, replacing it with a new name, Rover 100, which had already been adopted outside the UK. 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 1.5 diesel. The exterior was altered to disguise the car's age with the fitment of new front and rear bumpers, sill covers, rear boot handle, headlamps, bonnet and grill. A variety of bolder paint colours and the use of chrome trim gave an upmarket appearance. The interior trim was revised to give a greater impression of quality and luxury, but as there were no changes to the basic architecture it was considered by many as being short on space and old fashioned in comparison to its most modern rivals (many of which had been replaced with all-new models since the launch of the Rover Metro). Overall, the 100 series was considered a rather limited facelift of a car which had been a class leader on launch but was now well behind the times.
In February 1998 the Rover 100 suffered poor performances in EuroNCAP crash tests - it is the only car tested as of yet to receive a one-star Adult Occupant Rating. The passenger compartment was subjected to severe structural damage in off-centre crashes and the air-bag mounted on the skewed steering wheel pushed the driver's head into the door frame pillar. Facing a complete collapse of sales, Rover withdrew the 100 from production. It marked the end of nearly 18 years of production, during which time the Metro had proved itself to be one of the most important British cars of all time.
The Rover 100's dismal safety showing was not its only problem by 1998. 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.
There was no direct replacement for the Metro/100, although the 1995 Rover 200 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 cancelled. When the Rover 200 was facelifted in the autumn of 1999 and rebadged the Rover 25, Rover marketed it as a supermini. The gap left by the Metro as a true Rover supermini was not filled under the autumn of 2003, when the CityRover was launched - a 1.4 engined supermini built in India alongside the Tata Indica. This model was nowhere near as popular as the Metro or even the Rover 100, and when MG Rover went bankrupt in April 2005 none of the plans for restarting production of the marque included the CityRover.
[edit] Metro 6R4 Rally Car
| MG Metro 6R4 | |
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| Manufacturer | Austin Rover Group |
| Production | 1984-6 |
| Body style | 3-door hatchback |
| Platform | MR |
| Engine | 2991cc V6 DOHC bore and stroke of 92×75mm power output of 250bhp or 380bhp dependent upon spec |
| Transmission | Manual five speed |
| Related | MG Metro |
Created for the short lived Group B race category, the 4WD mid engined MG 6R4 (6-cylinder, rally car, four-wheel-drive) Metro of 1984 was a world away from the best selling supermini on which it was based. The competition car bore only a superficial resemblance to the production Metro as it featured a four wheel drive transmission, and only two seats. The development of this vehicle had been entrusted to Williams Grand Prix Engineering.
The resulting car was shown to the world in May 1985. It was powered by a 3-litre V6 powerplant, featuring twin overhead camshafts and four valves per cylinder. The engine was a break from the norm, as it wasn't turbocharged as the majority of its competitors were. 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 car. The four wheel drive was permanently engaged, and drove separate propshafts to the front and rear wheels. The bodywork was made of plastic, with the only exception being the steel doors. These 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.
The 6R4 appeared in two guises. There was a so called Clubman model which developed in the region of 250bhp, of which around 200 were made. A further 20 were built to International specifications which required a 410bhp engine.
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 of November 1985, and an example placed a highly respectable third, behind two Lancia Deltas.
This good start was unfortunately not repeated, and although a 6R4 was entered in rallies at Monte Carlo, Sweden, Portugal and Corsica in 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. Indeed, since that time there has been a lot of talk of the engines have being underdeveloped before being entered into competition. 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 ran with limited success for the remainder of the year. A number passed into private hands and have proved formidable rally and rallycross cars.
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 under the bonnet of the Jaguar XJ220, this time with turbochargers added.
[edit] Popularity
The Metro was one of Britain's most popular cars throughout its production life, even during its final year 1994 when it was one of the longest-running cars on sale in the country. During its early years, the Metro was regularly Britain's most popular mini-car - often outselling the Ford Fiesta. During its 14-year production life, 1,370,000 examples were sold - amounting to an average of just under 100,000 a year.
But it failed to match the durability of some of its key rivals, notably the Nissan Micra and Volkswagen Polo. This was reflected by the findings of survey conducted by Auto Express in 2006, which named the Metro as Britain's seventh most scrapped car - with just 21,468 still in working order. This amounted to just over 1.5% of all models registered.
Many Metros (particularly the pre-1990 Austin models) were scrapped as a result of rust, corrosion and breakdowns. But a large number of Metros also met their demise at the hands of car thieves, as the Metro was notoriously easy to steal and few cars sold across Britain in the last 25 years have a worse record for thefts.
