British Leyland · 1980–1998

Austin Metro

The Metro is a supermini car, later a city car, that was produced from 1980 to 1997, first by British Leyland (BL) and later by its successor the Rover Group. The Metro was intended to complement and eventually replace the original Mini. It was launched as the Austin Mini Metro sold under the Austin badge, and in 1982, sportier MG versions were made available. From 1987, the car was sold simply as the "Metro" after the cessation of the Austin brand. In 1990, the Metro was redesigned and sported the Rover brand name, sold as the Rover 100 abroad, which would also replace the Metro nameplate in Britain from 1995 onwards. The Metro quickly proved popular and became Britain's best-selling car for some time. There was also a van version, sold under the Morris badge and later as the Metrovan. 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. The Metro (now known as Rover 100) finally ceased production on 23 December 1997, being outlived by three years by the original Mini that it was meant to replace. 2,078,218 Metros of all types were built.

Text from Wikipedia (CC BY-SA 4.0).

Predecessor: Mini · Successor: Rover CityRover

All British Leyland Austin Metro data: UK builds, safety, recalls, model years → + Compare

Development

BL's last all-new mass-produced car before the Metro's launch was the 1976 Rover SD1. Plans for a replacement for the Mini, originally created by British Motor Corporation (BMC) in the 1950s, had been afoot within BL since the early 1970s, but none of the concepts conceived got beyond the initial design stages, largely due to a shortage of funds at British Leyland, and its eventual bankruptcy and government bailout in 1975. The modern supermini market had evolved during the 1970s, with earlier small cars like the Mini and Hillman Imp being followed mostly by cars of a two-box hatchback configuration, beginning with the Fiat 127 in 1971 and Renault 5 in 1972, with the next five years seeing the arrival of similar cars including the Ford Fiesta and Volkswagen Polo, as well as the Vauxhall Chevette from General Motors (known in West Germany as the Opel Kadett) which was also available as a saloon and estate in addition to the hatchback. These cars gained a decent-sized market share in Britain and most other European markets. The roots of the Metro lay in an earlier project denoted as ADO88 (Austin Drawing Office, 88-inch wheelbase), which was intended to be a direct replacement for the Mini. By 1977, the ADO88 was in an advanced state of development with running prototypes undergoing testing and much of the car's body structure designed and ready for production. However, poor reception of its styling 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. 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

Austin/MG Metro (Mk1; 1980)

On 8 October 1980, BL introduced the Austin Mini Metro. 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. The hatchback bodyshell was one of the most spacious of its time, and this was a significant factor in its popularity. The space-efficient interior was also lauded for the novel 60/40 split rear seat, which was standard on higher-specification models. The original Mk. 1 Metros also featured David Bache's signature "symmetric" dashboard design (also used on the Range Rover and the Rover SD1), where the main dashboard moulding consisted of a shelf onto which the instrument binnacle was simply mounted on the left or the right hand side: this arrangement saves the tooling cost of two separate dashboard mouldings for right and left-hand drive models. Initially, the Metro was sold as a three-door hatchback only (as were most of its competitors), with a choice of 998cc (1.0 litre) or 1275cc (1.3-litre) petrol engines. The 1.0 and 1.0L cars, and the van that came out later, had recessed headlamps with indicators and sidelights in the bumper, whereas the 1.0HLE, 1.3S, and 1.3HLS had headlight and indicator as one unit, which was flush-fitting. A two-door saloon model was included in the Metro's development, which would have been similar in concept to the Vauxhall Chevette saloon and the Polo-based Volkswagen Derby. However, by the time production of the Metro began, it was decided not to include a saloon version, this niche being filled by the Min

Rover Metro (Mk3; 1990)

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 the Rover Group decided to restyle and re-engineer the existing Metro design instead. The new Rover Metro using the Rover brand was finally launched in May 1990, being a heavily revised version of the original Metro and fitted with a new range of engines. 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. The proven 998 cc and 1275 cc A-Series engines (the 1275cc unit was heavily modified and saw service in the classic Mini right up to the end of Mini production in October 2000) gave way to the all-new K-series engine. These were available in 1.1 litre (1118 cc 60 bhp (45 kW)) and 1.4 litre (1396 cc 76 bhp (57 kW)) 8-valve versions, while a 16-valve engine was available in the GTi (early variants are 95 bhp (71 kW) SPi while the later MPi version has 103 bhp) and the early GTa. All models used end-on gearboxes designed jointly by Rover and Peugeot. In 1992, a 1.4 PSA TUD diesel from the Citroën AX and Peugeot 106 was launched; this was the first time the Metro had been available with a diesel engine. At the same time an automatic version was launched with a CVT-type gearbox. The Hydragas suspension was finally modified to accept front to rear interconnection in the way that Alex Moulton had intended, to improve handling and ride quality. 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 inco

Rover 100 (Mk2; 1995)

In December 1994, a revised Metro model was introduced for the 1995 model year. The Rover Group finally scrapped the well-known Metro nameplate after 14 years, with the Rover 100 name (which had "seen great success in mainland Europe" since the previous model's launch in 1990) introduced in Britain as a replacement. As a result this new model came to be known as the Mk2 Rover 100 on the continent. 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 with a rounder shape 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. 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

Powertrains

=== 1980 to 1990 === 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. 1980–**: 848 cc A-Series I4, 34 bhp (25 kW; 34 PS) at 5500 rpm and 44 lb⋅ft (60 N⋅m) at 2900 rpm (** = Date last car officially sold is currently unknown) 1980–1983: 998 cc A-Series I4, 45 bhp (34 kW; 46 PS) at 5400 rpm and 53 lb⋅ft (72 N⋅m) at 3000 rpm 1983–1988: 998 cc A-Series I4, 41 bhp (31 kW; 42 PS) at 5500 rpm and 54 lb⋅ft (73 N⋅m) at 3250 rpm (low compression option) 1983–1987: 998 cc A-Series I4, 44 bhp (33 kW; 45 PS) at 5500 rpm and 54 lb⋅ft (73 N⋅m) at 3250 rpm (Metro City) 1983–1987: 998 cc A-Series I4, 46 bhp (34 kW; 47 PS) at 5500 rpm and 54 lb⋅ft (73 N⋅m) at 3250 rpm (Metro Standard/City X) 1980–1984: 998 cc A-Series I4, 47 bhp (35 kW; 48 PS) at 5500 rpm and 54 lb⋅ft (73 N⋅m) at 3250 rpm (Metro HLE) 1987–1990: 998 cc A-Series I4, 47 bhp (35 kW; 48 PS) at 5500 rpm and 54 lb⋅ft (73 N⋅m) at 3250 rpm 1980–1983: 1275 cc A-Series I4, 60 bhp (45 kW; 61 PS) at 5250 rpm and 72 lb⋅ft (98 N⋅m) at 3200 rpm 1983–1990: 1275 cc A-Series I4, 62 bhp (46 kW; 63 PS) at 5300 rpm and 72 lb⋅ft (98 N⋅m) at 3100 rpm 1984–1989: 1275 cc A-Series I4, 71 bhp (53 kW; 72 PS) at 6000 rpm and 75 lb⋅ft (102 N⋅m) at 4000 rpm (Metro Vanden Plas) 1982–1989: 1275 cc A-Series I4, 72 bhp (54 kW; 73 PS) at 6000 rpm and 75 lb⋅ft (102 N⋅m) at 4000 rpm (MG Metro) 1983–1989: 1275 cc A-Series turbo I4, 93 bhp (69 kW; 94 PS) at 6130 rpm and 85 lb⋅ft (115 N⋅m) at 2650 rpm (MG Metro Turbo) 1989–1990: 1275 cc A-Series I4, 6

MG Metro 6R4 rally car

Created for the short-lived Group B rally category, the 4WD mid engined MG Metro 6R4 of 1984 (standing for 6-cylinder, Rally, 4-wheel-drive) had almost no commonality with the regular production Metro with which it bears a superficial cosmetic resemblance. The competition car effectively only shared the name of the production Metro as it featured a mid-mounted engine with four-wheel drive transmission enclosed within a semi-monocoque seam-welded tubular chassis. The development of this vehicle had been entrusted to Williams Grand Prix Engineering. The resulting car was shown to the world in May 1985. It was powered by a David Wood designed bespoke 3-litre V6 powerplant which used some of the engine architecture of the Cosworth DFV. It featured twin overhead camshafts and four valves per cylinder. The engine was not turbocharged as the majority of its competitors were, which considered the Metro as "unique." The engine was mounted back to front in the car, with the forward end of the engine facing the hatchback and the gearbox attached conventionally behind it and, therefore, in the middle of the vehicle. The four-wheel-drive was permanently engaged, and drove separate prop shafts to the front and rear differentials. The rear differential was mounted on the side of the engine sump with one driveshaft running through the sump to the nearside rear wheel. Much of the outer bodywork was made of GRP, with the only exception being the roof panels (which were aluminium), the steel doors, and the remaining panels from the original Metro shell. The doors were, however, concealed by plastic airboxes. Indeed, models now on show generally have stickers demonstrating where it is safe to push from when moving the vehicle, so as not to damage the bodywork.The 6R4 appeared in two guise

Sections adapted from Wikipedia (CC BY-SA 4.0); text is shortened. Read the full article for the complete history and citations.

Specifications

name

Metro

Manufacturer

British Leyland (1980–1986), Rover Group (1986–1998)

aka

Austin Mini Metro, Austin Metro, MG Metro, Metro, Rover Metro, Rover 100 Series

Production

1980–1998, 2,078,218 produced

Assembly

United Kingdom: Longbridge, Birmingham (Longbridge plant)

Successor

Rover 25 / Rover CityRover

Predecessor

Mini

Class

Supermini (B)

Layout

Front-engine, front-wheel drive

Related

Mini

Specification summary from Wikipedia (CC BY-SA 4.0). Measured facts from Wikidata (CC0). Check the linked sources for citations.

More photos

Sources

• Wikidata — https://www.wikidata.org/wiki/Q1071866CC0 1.0 · retrieved 2026-10-01
• Wikipedia — https://en.wikipedia.org/wiki/Austin_MetroCC BY-SA 4.0 · Text © Wikipedia contributors; revision 1374853406 · retrieved 2026-10-01
• Wikimedia Commons — https://commons.wikimedia.org/wiki/File:Austin_Metro_Auto_1983.jpgCC BY-SA 2.5 · Photo: DeFacto · retrieved 2026-10-01
• Car Model Index — https://models.autoculturesociety.com/Compiled record. Sources that do not permit reuse are not copied; this index is credited instead.

More from British Leyland