Austin Metro: Difference between revisions
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On [[8 October]] [[1980]], BL introduced the '''[[Austin Motor Company|Austin]] miniMetro'''. 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 [[Cubic metre#Submultiples|cc]] and 1275 cc [[BMC A-Series engine|A-Series engines]], much of the front-wheel [[Powertrain|drivetrain]] and four-speed manual [[Transmission (mechanics)|gearbox]], and suspension subframes. The Metro used the [[Hydragas]] suspension system found on the [[Austin Allegro|Allegro]] but without front to rear interconnection. 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. |
On [[8 October]] [[1980]], BL introduced the '''[[Austin Motor Company|Austin]] miniMetro'''. 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 [[Cubic metre#Submultiples|cc]] and 1275 cc [[BMC A-Series engine|A-Series engines]], much of the front-wheel [[Powertrain|drivetrain]] and four-speed manual [[Transmission (mechanics)|gearbox]], and suspension subframes. The Metro used the [[Hydragas]] suspension system found on the [[Austin Allegro|Allegro]] but without front to rear interconnection. 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. |
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[http://austin-rover.co.uk/] The Metro's development story was a long one. Back in [[1967]], [[Alec Issigonis]] had asked [[George Harriman]] to consider stepping down from his role as Head of New Car Development, in order to concentrate on developing a successor the [[Mini]]. Issigonis's first effort, created in [[1968]], was little more than a reworked Mini which featured a hatchback bodystyle - a new concept which had first been seen on a production car with the [[1965]] [[Renault 16]]. This project was cancelled soon afterwards when [[British Motor Company]] was superseded by [[British Leyland]]. In the early [[1970s]], British Leyland developed a slightly larger hatchback concept known as the '''ADO74''', but this project had been abandoned by [[1974]], when development began on a new concept which would eventually evolve into the Metro. Right up to the launch in [[October]] [[1980]], British Leyland kept the final design a secret from the public. |
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| ⚫ | At the time of its launch, the Metro was hailed as British Leyland's saviour, as the company was facing a serious financial crisis 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. |
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Saloon and pick-up versions of the Metro were featured in the development, but never made it to production. |
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| ⚫ | At the time of its launch, the Metro was hailed as British Leyland's saviour, as the company was facing a serious financial crisis 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, while the [[Austin Allegro]] and [[Austin Maxi]] had been in production for seven and 11 years respectively, and the new [[Morris Ital]] had been around for almost a decade in its previous incarnation as the [[Morris Marina]]. It had been four years since the launch of BL's last all-new product, the [[Rover SD1]]. |
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[[Image:0919fe2.JPG|left|thumb|A British Leyland press photograph of the Austin Mini Metro range at the time of launch in 1980]] |
[[Image:0919fe2.JPG|left|thumb|A British Leyland press photograph of the Austin Mini Metro range at the time of launch in 1980]] |
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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 Hydragas compensation gave surprisingly good ride and handling. Its updated A+ series 1.0 and 1.3L OHV engines hardly represented the cutting edge in performance, but they were strong on economy. |
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 Hydragas compensation gave surprisingly good ride and handling. Its updated A+ series 1.0 and 1.3L OHV engines hardly represented the cutting edge in performance, but they were strong on economy. |
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In [[November]] [[1986]], the millionth Metro rolled out of [[Longbridge plant|Longbridge]], and was auctioned off in a [[Children in Need]] competition hosted by [[Terry Wogan]] that month. |
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By [[1989]], however, the Metro was starting to fall out of favour with buyers, now holding just 4.31% of the new car market, whereas in [[1983]] 7.34% of new car buyers were choosing it. |
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[[Image:1989.mg.metro.arp.jpg|right|thumb|MG Metro Turbo]] |
[[Image:1989.mg.metro.arp.jpg|right|thumb|MG Metro Turbo]] |
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Revision as of 22:28, 17 January 2008
| Rover Metro/100 series (formerly Austin Metro or Mini Metro) | |
|---|---|
 | |
| Overview | |
| Manufacturer | Austin Rover Group MG Rover |
| Production | 1980–1998 2,078,218 (includes Rover 100) [1] |
| Assembly | Longbridge, UK |
| Body and chassis | |
| Class | Supermini |
| Body style | 5-door hatchback 3-door hatchback 3-door van 2-door convertible |
| Layout | FF layout |
| Related | MG Metro |
| Powertrain | |
| 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 |
| Chronology | |
| Predecessor | Mini |
| Successor | None, Indirect: Rover 200 MkIII/Rover 25 MG ZR CityRover MINI |
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 out-lived (by two years) by the original Mini it was meant to replace.
Austin/MG Metro
On 8 October 1980, BL introduced the Austin miniMetro. 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, much of the front-wheel drivetrain and four-speed manual gearbox, and suspension subframes. The Metro used the Hydragas suspension system found on the Allegro but without front to rear interconnection. 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.
[4] The Metro's development story was a long one. Back in 1967, Alec Issigonis had asked George Harriman to consider stepping down from his role as Head of New Car Development, in order to concentrate on developing a successor the Mini. Issigonis's first effort, created in 1968, was little more than a reworked Mini which featured a hatchback bodystyle - a new concept which had first been seen on a production car with the 1965 Renault 16. This project was cancelled soon afterwards when British Motor Company was superseded by British Leyland. In the early 1970s, British Leyland developed a slightly larger hatchback concept known as the ADO74, but this project had been abandoned by 1974, when development began on a new concept which would eventually evolve into the Metro. Right up to the launch in October 1980, British Leyland kept the final design a secret from the public.
Saloon and pick-up versions of the Metro were featured in the development, but never made it to production.
At the time of its launch, the Metro was hailed as British Leyland's saviour, as the company was facing a serious financial crisis 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, while the Austin Allegro and Austin Maxi had been in production for seven and 11 years respectively, and the new Morris Ital had been around for almost a decade in its previous incarnation as the Morris Marina. It had been four years since the launch of BL's last all-new product, the Rover SD1.
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 Hydragas compensation gave surprisingly good ride and handling. Its updated A+ series 1.0 and 1.3L OHV engines hardly represented the cutting edge in performance, but they were strong on economy.
In November 1986, the millionth Metro rolled out of Longbridge, and was auctioned off in a Children in Need competition hosted by Terry Wogan that month.
By 1989, however, the Metro was starting to fall out of favour with buyers, now holding just 4.31% of the new car market, whereas in 1983 7.34% of new car buyers were choosing it.
The Metro range was expanded in 1982 to include the Vanden Plas and MG versions. The 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 10.1 seconds, top speed 105 mph). The Vanden Plas variant received the same MG engine from 1984 onwards (with the exception of the VP Automatic, which retained the Template:Auto bhp 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 and the standard 1.3 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 8.9 seconds, and top speed of 115 mph (185 km/h). 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 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. 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, wider suspension subframes, along with a new dashboard design and the long-awaited 5-door version. This gave it a competitive edge over three-door only rivals like the Ford Fiesta and Volkswagen Polo, while guiding the Metro in the directions of the Peugeot 205, Fiat Uno and Opel Corsa/Vauxhall Nova, all of which were available with five doors by this time.
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 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)
Rover Metro
| Rover Metro | |
|---|---|
 | |
| Overview | |
| Manufacturer | Rover Group |
| Production | 1990-1994 |
| Body and chassis | |
| Body style | 3/5-door hatchback |
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". The Metro did too until May 1990, when it was relaunched officially as the Rover Metro in 1990, heavily revised and fitted with a new range of engines.
The ageing 998cc and 1275cc 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 Template:Auto bhp Spi & later Mpi version 103 bhp) and the early GTa. All models used bought in end-on Peugeot gearboxes. In 1993, a 1.4 PSA TUD diesel from the Citroen AX / Peugeot 106 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.
A new bodyshell was designed, but cancelled by Chairman Graham Day, because British Aerospace (the then new owners) refused to fund it. A mockup could be seen at the Canley, Coventry design centre in the 1990s during open days. It was a seriously myopic move that shortened the lifespan and also handicapped what could have been a very competitive car. So 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 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, winning What Car "Car of The Year" in 1991. Throughout the early 1990s it competed quite effectively with more recent designs such as the Renault Clio, Peugeot 106 and Ford Fiesta. Sales were conceivably helped by the then fading perception of Rover as a 'premium' marque, and the fact that other premium manfacturers had not yet entered the supermini segment. This though was undermined by the all too obviously re-used 1970s designed bodyshell.
In many export markets, including Italy, 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-Template:Auto bhp engine for the GTI can be boosted to over Template:Auto hp 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). The Metro currently holds the unusual title of eastern Europe's quickest front wheel drive drag car (Zastec tuning in Poland).
Rover 100
| Rover 100 | |
|---|---|
 | |
| Overview | |
| Manufacturer | Rover Group |
| Production | 1994-1998 |
| Body and chassis | |
| Body style | 3/5-door hatchback |
In the autumn of 1994, Rover scrapped the Metro nameplate, replacing it with a new name, Rover 100, which had been adopted on contentinal Europe on the Rover Metro's launch in 1990.
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 grille. 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 (most 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 (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 - a title more recently claimed by the Chery and Brilliance China Auto Chinese cars. The passenger compartment was subjected to severe structural damage in off-centre crashes and the airbag 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 former was cancelled. When the Rover 200 was facelifted in the autumn of 1999 and rebadged as the Rover 25, Rover marketed this 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 was not included in the revived product range by Nanjing Automobile following MG Rover's bankruptcy in 2005.
Metro 6R4 Rally Car
| MG Metro 6R4 | |
|---|---|
 | |
| Overview | |
| Manufacturer | Austin Rover Group |
| Production | 1984-6 |
| Body and chassis | |
| Body style | 3-door hatchback |
| Platform | MR |
| Related | MG Metro |
| Powertrain | |
| Engine | 2991 cc V6 DOHC bore and stroke of 92×75 mm power output of Template:Auto bhp or Template:Auto bhp dependent upon spec |
| Transmission | Manual five speed |
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 David Wood designed 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 vehicle. The four-wheel-drive was permanently engaged, and drove separate propshafts to the front and rear wheels. Much of the outer bodywork was made of GRP, with the only exception being the roof panels (which were aluminium) and 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 Template:Auto bhp, of which around 200 were made. A further 20 were built to International specifications which required a Template:Auto bhp 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 in November 1985, and an example, driven by works driver Tony Pond, finished a highly respectable third, behind two Lancia Delta S4s.
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. 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.[1]
Popularity
The Metro was one of Britain's most popular cars throughout its production life, even during its final year when it was one of the longest-running cars on sale in the country. During its early years, the Metro was Britain's most popular supermini -often outselling the Ford Fiesta. During its 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) have been scrapped as a result of rust and corrosion. But an equally large number of Metros also met their demise at the hands of car thieves, as the Metro (before the installation of Rover's own immobiliser) was notoriously easy to steal.
Lady Diana Spencer (later Princess Diana) owned a red W-registered Metro before her engagement to Prince Charles. [2] This car is in the Museum of British Road Transport, Coventry.
References
- ^ Lamm, John (2001). Supercars. MotorBooks. p. p. 91. ISBN 0760307946.
{{cite book}}:|page=has extra text (help) - ^ Retro MiniMetroland article
External links
- Austin Rover Metro Owners Club (includes forum)
- Unofficial Austin Rover Web Resource
- Austin miniMetro website (All models)
- MG 'M' Group (Owner's Club)
- Metropower A online community for both standard and modified Metros
- Triple-M Enthusiast Group (Metro, Maestro & Montego)
- RoverMetro.co.uk
- The Rover Metro
- Top Gear (1991) review of the 1980-1989 Austin Metro