Editing Austin Metro (section)

==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 = 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}}