Fact-checked by Grok 2 weeks ago

Austin Metro

The Austin Metro is a supermini that was produced by under the Austin marque from 1980 to 1990, and subsequently by the until 1998. Launched as the Austin Mini Metro to replace the iconic in the small market, it featured a front-wheel-drive layout, , and design, offering improved space efficiency and fuel economy amid the 1970s oil crises. The model was instrumental in revitalizing , achieving over 2 million sales in the UK and export markets during its production run, and spawned variants including the performance-oriented Metro and special Metro 6R4. It was rebadged as the Metro in 1990 and further updated as the Rover 100 in 1994, remaining in production until 1998 when it was replaced by the Rover 200.

Development and History

Origins and Design

In the mid-1970s, (BL) faced severe financial difficulties, exacerbated by chronic underinvestment, labor disputes, and a declining , culminating in near-bankruptcy by late 1974. As part of the government's response, Industry Secretary (formerly Anthony Wedgwood Benn) announced a bailout on 6 December 1974, providing short-term financial support and commissioning the Ryder Report, which was published in April 1975 and recommended public ownership along with re-equipment to develop new models. This intervention effectively mandated accelerated investment in fresh designs to revitalize BL's lineup, particularly addressing the need for a modern supermini to succeed the aging , which had been in production since 1959 but lacked contemporary refinement and safety features despite its enduring popularity. Earlier attempts to replace the Mini, such as the BMC 9X from 1968, had been abandoned due to mergers and cost overruns, leaving BL urgently seeking a cost-effective successor amid rising competition from European rivals like the and Fiat 127. The Austin Metro's design originated from the ADO88 project, initiated in the early 1970s under BL's Austin-Morris division, but it gained momentum post-Ryder Report as a priority for survival, with a total investment of £275 million in development and plant preparation. Key figures included David Bache, who oversaw the exterior styling and production engineering from his role as BL's chief stylist, and Gordon Sked, who contributed to the interior layout and the emergency restyle phase. provided the initial wedge-shaped concept sketches, while Roger Tucker assisted in refining details; the engineering team, based at BL's primary Austin plant, developed the front-wheel-drive platform with a transverse-engine layout, optimizing it for the A-Series powerplants inherited from the . This collaborative effort emphasized practicality and efficiency, transforming the project into a viable "supermini" that prioritized passenger comfort over the Mini's minimalist ethos. Innovative aspects of the design focused on space-efficient "supermini" packaging, achieved through a tall, boxy high-roofline body that maximized interior volume in a subcompact footprint of just 3.40 meters long, creating an airy cabin with ample headroom for four adults. Aerodynamic considerations included a Kamm-back tail and flush-mounted features, such as hidden rear door handles to reduce drag, resulting in a coefficient of 0.41—competitive for the era and better than many rivals like the Ford Fiesta. Safety influences from BL's Experimental Safety Vehicle (ESV) prototypes were integrated, enhancing crash protection without compromising the compact dimensions. Prototype development accelerated from 1977 to 1979 under the codename LC8 (Light Common 8-seater), evolving directly from the ADO88's more angular wedge design through a rapid five-week restyle in early 1978 ordered by new BL chairman to make it more appealing and upscale. Extensive testing at and Millbrook included evaluations and durability trials, incorporating lessons from ESV builds to refine the transverse and for better ride quality. By early 1979, pre-production mules confirmed the LC8's potential as BL's savior, leading to its transition to full manufacturing under the Austin Rover badge in 1980.

Production Timeline and Manufacturers

The Austin Metro, initially launched as the Austin Mini Metro on October 8, 1980, entered production at the in , , under (BL). This facility, overhauled as part of a £275 million investment to create one of Europe's most automated assembly lines at the time, served as the primary manufacturing site throughout the model's lifecycle. The launch marked BL's first major new model in years, aimed at revitalizing the company's supermini segment. In 1982, amid ongoing corporate restructuring, reorganized its volume car division into the (), which assumed responsibility for Metro production. This shift reflected efforts to streamline operations and focus on mass-market vehicles like the Metro, which by then had achieved a 9% share of the car market. Production continued to ramp up at , reaching peaks of around 3,500 units per week in the mid-1980s. A key milestone came in 1984 with the facelift, which updated the model's styling and features while maintaining the core platform. By 1986, the company was renamed the Rover Group plc, further emphasizing its Rover-branded identity. In 1988, (BAe) acquired the for £150 million, providing £800 million in to support ongoing . The transition to the second-generation model occurred in 1990, when the updated Rover Metro was introduced, incorporating a new K-Series engine and revised bodywork, all still assembled at . Another significant update arrived in 1994 with the facelift rebadging as the Rover 100, enhancing safety and aesthetics to extend the model's competitiveness. Production of the Rover 100 concluded on 23 December 1997, marking the end of nearly 18 years of manufacturing for the Metro lineage. Over its run, approximately 2 million units were produced across all variants, making it one of British Leyland's and its successors' most successful models in terms of volume. The remained the sole major assembly location, though exports were handled through various international distribution networks. In 1994, the was sold to for £800 million, which continued oversight until the model's discontinuation.

First-Generation Models (1980–1990)

Austin Metro Specifications

The first-generation Austin Metro, produced from 1980 to 1990, was available exclusively as a front-wheel-drive supermini in three- and five-door body styles, designed to maximize interior space within a compact footprint. Its overall length measured 3,406 mm, complemented by a of 2,250 mm, which contributed to agile handling in urban environments. Curb weights varied by engine and trim but typically ranged from 750 to 800 kg, aiding in responsive performance and fuel efficiency. Standard features emphasized practicality and economy, including Hydragas suspension with interconnected front MacPherson struts for a smooth ride, rack-and-pinion steering for precise control, and braking via front and rear setup. The interior accommodated five passengers comfortably, with a focus on simple, durable materials suited to everyday use. Trim levels at launch included the basic (later ) model for entry-level buyers, the mid-range L and S variants with added comfort features like improved seating and instrumentation, the economy-oriented HLE with aerodynamic tweaks and low-rolling-resistance tires, and the upscale HLS and options featuring upholstery, wood trim accents, and enhanced . Upon its October 1980 launch in the UK, the base model started at £3,095, positioning it as an affordable alternative to rivals like the and ; this price equates to approximately £16,500 in 2023 terms based on adjustments. Powered by the A-series 1.0-liter inline-four engine, the Metro achieved fuel economy of up to 45 on the urban cycle, particularly in HLE guise, underscoring its role as a frugal city car.

MG Metro Variant

The MG Metro variant was introduced in May as the MG Metro 1300, positioning it as a sportier iteration of the first-generation Austin Metro supermini. Powered by a 1.3-litre A-series inline-four engine producing 72 horsepower at 6,000 rpm, it incorporated performance enhancements such as a stiffer setup for sharper handling and lightweight wheels for reduced unsprung weight. Visually and interior-wise, the MG Metro 1300 stood apart from the standard Austin Metro through distinctive styling cues, including a blacked-out grille, red MG badging, bolstered sport seats with red accents, and an optional pop-up . These features contributed to its hot-hatch appeal, complemented by performance metrics such as a top speed of 102 mph and 0–60 mph acceleration in 11.6 seconds, making it a nimble performer. The lineup evolved in late 1982 with the October launch of the MG Metro Turbo, which added a Garrett T3 turbocharger to the 1.3-litre engine for 94 horsepower and 85 lb-ft of torque, establishing it as the first production turbocharged hatchback from a British manufacturer. This variant included a subtle body kit and revised alloys to denote its boosted capabilities, though it faced discontinuation in 1990 amid tightening emissions standards that the aging A-series powertrain struggled to meet. In total, around 140,000 units of the MG Metro 1300 and Turbo variants were produced between 1982 and 1990, targeting enthusiasts who desired a more spirited successor to the iconic Mini with accessible performance pricing. Reception highlighted its engaging handling and value in the hot-hatch segment, though it drew criticism for inconsistent build quality, prevalent rust issues, and occasionally unreliable gearboxes.

Second-Generation Models (1990–1998)

Rover Metro Updates

In 1990, the Rover Metro underwent a significant mid-life facelift, introducing a revised with flush-fitting composite headlight and indicator units for a smoother, more modern appearance. The interior received updates including a retained from the original design, featuring improved with a Rover 200-style safety steering wheel, new trim colors, lengthened footwell, and repositioned seats, while (NVH) levels were enhanced through revisions to the Hydragas suspension system, which interconnected front and rear units for better ride refinement. The facelift also introduced a five-door variant for the first time. These changes built on the carryover first-generation , adapted to accommodate new drivetrain components. The facelift coincided with the introduction of Rover's all-new K-series engines, replacing the outdated A-series units with more refined 1.1-liter (60 ) and 1.4-liter (76 eight-valve) options that offered superior smoothness, , and compliance with emerging Euro 1 emissions standards through the addition of and catalytic converters. Trim levels expanded to include the sporty variant, powered by a 1.4-liter 16-valve K-series engine producing 95 , which achieved 0–60 in 9.9 seconds. Production continued at the in , , with the updated model exported to markets like under the Rover 100 nameplate. These updates revitalized the Metro's market position, with sales reaching 81,064 units in 1990 alone, helping it compete more effectively against rivals such as the and through refreshed styling and improved drivability.

Rover 100 Rebadging

In 1994, Rover renamed the Metro to the Rover 100 series as part of a strategy to unify its branding across the lineup, replacing the longstanding Metro badge with a numerical designation consistent with models like the Rover 200 and 400. This rebadging occurred in the autumn of that year and was accompanied by a minor facelift to refresh the aging design, including new wheel trims—such as optional alloy options—and revised front and rear bumpers for a more modern appearance. Additional subtle updates encompassed reshaped headlights, a Rover-style grille, a new bonnet, updated sills, and smoked grey rear lights. The engine lineup was simplified to emphasize reliability and cost-efficiency, centering on the 1.1-liter K-series petrol unit producing 60 and the 1.4-liter K-series variant delivering 75 in its base form or up to 103 in higher-output versions like the . A 1.5-liter (54 ) from was added in 1995 for better fuel economy. Transmission options included a standard five-speed manual gearbox, with a (CVT) automatic available on select 1.4-liter models for smoother urban driving. These powertrains supported a top speed of approximately 105 for the 1.4-liter models, prioritizing everyday over performance. Sports-oriented variants were scaled back significantly, reflecting waning interest in hot hatches amid shifting market preferences. Market adaptations during this period shifted focus toward fleet sales in the UK, where the Rover 100 appealed to company car buyers through enhanced standard features like alarms, immobilizers, and competitive pricing. Production volumes declined steadily as the platform, now nearly 15 years old, struggled against newer competitors, culminating in the end of assembly in December 1997 at the . The model was succeeded by the more contemporary Rover 25 in 1999, marking the close of the Metro lineage after 17 years. Export markets saw limited continuation of the model under the Rover Metro name in regions like and , where small-volume sales persisted until around 2000 due to local demand and dealer networks, though these represented a of overall production.

Powertrains and Performance

Engine Options

The first-generation Austin Metro (1980–1990) primarily utilized the overhead-valve () A-series inline-four petrol engines, which were iron-block designs derived from earlier powerplants and known for their simplicity and durability in small cars. The base 1.0-liter (998 cc) variant produced 44 horsepower at 5,250 rpm and 52 lb-ft of torque, offering combined fuel economy of approximately 50 mpg (imperial) in urban and highway driving, making it suitable for economical commuting. A 1.1-liter (1,098 cc) option, introduced later in the run, delivered 60 horsepower, providing a and efficiency for mid-range models. The 1.3-liter (1,275 cc) engine was the most common, outputting 60 horsepower in standard form but tuned to 72 horsepower in the MG Metro variant through revised camshafts and exhaust, enhancing responsiveness without significant complexity. With the second-generation Rover Metro (1990–1998), the A-series was replaced by the more modern K-series inline-four engines, featuring a lightweight aluminum block, belt-driven , and double overhead (DOHC) configuration in higher-output versions for improved efficiency and emissions compliance. The 1.1-liter (1,113 cc) entry-level unit produced 60 horsepower at 5,700 rpm with 66 lb-ft of , emphasizing fuel economy and low-end usability in base models. The 1.4-liter (1,396 cc) became the performance benchmark, with the 8-valve single-point injection () version yielding 75 horsepower and the 16-valve multi-point injection (MPi) in the GTi variant reaching 95 horsepower at 6,000 rpm and 95 lb-ft of , thanks to its all-aluminum construction that reduced weight by about 20% compared to the A-series while boosting . A turbocharged variant of the 1.3-liter A-series engine powered the 1983–1989 MG Metro Turbo, delivering 94 horsepower at 5,500 rpm and 85 lb-ft of torque through a Garrett T3 turbocharger with intercooling, enabling 0–100 km/h acceleration in 10.3 seconds and a top speed of 112 mph. This setup provided a significant performance uplift over naturally aspirated models while maintaining reasonable economy for its era. Diesel power came late to the Metro lineup, with a rare 1.4-liter (1,361 cc) Peugeot-sourced indirect-injection unit introduced in 1992 and continued through 1998 in the Rover 100 for fleet and economy-focused markets, producing 52 horsepower at 5,000 rpm and 61 lb-ft of for combined fuel economy around 60 mpg (imperial). This engine prioritized low running costs over speed, with a top speed of about 90 mph. Later K-series engines faced reliability challenges, particularly head gasket failures due to inadequate cooling flow and gasket design under , which could lead to coolant leaks and overheating; these issues were addressed through manufacturer service bulletins recommending improved systems, multi-layer gaskets, and regular .

Transmission and Drivetrain

The Austin Metro featured a front-wheel-drive with a transversely mounted , channeling power to the front wheels via half-shafts connected to the . This configuration provided efficient packaging in the compact supermini platform, though the unequal-length half-shafts—shorter on the side—could induce noticeable during aggressive acceleration, particularly in higher-power variants. The system prioritized simplicity and cost-effectiveness, integrating the gearbox closely with the for shared lubrication in manual models. First-generation models (1980–1990) primarily used a four-speed , which was robust but prone to synchromesh wear, especially in second gear, resulting in reluctant shifts or gear jump-out even on low-mileage examples. An optional four-speed AP , developed by Automotive Products for , was introduced in 1980 and limited to lower-trim 1.3-liter models; it offered smooth operation via a semi-automatic design but sacrificed some drivability and fuel economy relative to the manual. Final drive ratios stood at 3.44:1 for most variants, balancing and cruising efficiency, while select economy-focused models employed a taller 3.1:1 ratio to extend highway range. The second-generation Rover Metro (1990–1998) brought notable refinements to the drivetrain, adopting an end-on engine-gearbox layout with the new K-series powerplants. The 1.1-liter versions retained a four-speed , but 1.4-liter models gained a five-speed gearbox licensed from , featuring closer ratios for improved responsiveness and reduced engine strain at highway speeds. Synchromesh durability was enhanced in these units, yielding smoother gear engagement and fewer shift-related issues compared to the first generation. From late 1992, a (CVT) automatic option supplemented the traditional automatic for 1.4-liter models, optimizing efficiency across a wider range of conditions without fixed gear steps.

Special and Performance Models

MG Metro 6R4 Rally Car

The MG Metro 6R4 was developed by Austin Rover between 1984 and 1985 as a special for the FIA's category, adapting the compact Austin Metro platform into a high-performance mid-engine layout to compete against dominant entrants like the and T16. The project involved collaboration with , drawing on Formula 1 expertise for the and , with prototypes tested as early as 1983 and a public unveiling in early 1984 before production in late 1985. This naturally aspirated design emphasized reliability over turbocharging, featuring a 3.0-liter with four camshafts and 24 valves, detuned to approximately 250 horsepower in road-going form while capable of 380-410 horsepower in full specification at up to 9,000 rpm. The 6R4's body utilized lightweight fiberglass panels mounted on a tubular steel spaceframe chassis, maintaining a Metro-like silhouette but with a widened track, extended wheelbase, and increased suspension travel for rally demands, resulting in a dry weight of around 950 kg for competition versions. Its drivetrain incorporated permanent via a Ferguson viscous-coupling center , paired with a five-speed gearbox positioned ahead of the mid-mounted , which drove the rear wheels directly and the front via a propeller shaft, enabling superior traction on mixed surfaces. This setup, combined with and disc brakes at all wheels, allowed the road-legal models to achieve 0-60 mph in about 4.5-5.5 seconds and a top speed of 140 mph, while rally variants could sprint to 60 mph in under 3 seconds. To meet Group B requirements, Austin Rover produced 200 road-legal units between August and October 1985, sold primarily as self-assembly kits priced at around £40,000-£45,000 each, though many were completed by specialist firms. These cars debuted competitively in the 1985 season, securing victories such as the Welsh Rally and achieving a notable third-place finish at the RAC Rally with driver , marking a strong entry despite the category's short lifespan. Following the FIA's ban on Group B after the 1986 season due to safety concerns, the 6R4's development was halted, with remaining stock repurposed into detuned "Clubman 300" variants for national events, but the model's has since elevated it to collector status, with surviving examples commanding high values among enthusiasts.

Other Limited Editions

The represented a luxury-oriented level for the Austin Metro from 1982 to 1990, featuring upgraded velour , woodgrain interior , and a 1.3-liter A-series producing 60 horsepower. This variant emphasized comfort with additions like reclining front seats, a tilting , and enhanced , positioning it as the top-spec road-going model outside performance lines. A notable limited-edition derivative, the 500, was produced in late 1983 to commemorate the half-millionth Metro built, comprising just 500 units finished in black with gold coachlines, caramel leather seats, and Wolfrace alloy wheels. The HLE (high economy) model, available in the , focused on as an economy special, powered by a 1.0-liter A-series rated at 46 horsepower and paired with a five-speed gearbox. It achieved exceptional economy figures, including up to 49 miles per gallon on open roads and over 45 mpg in urban driving, thanks to low-rolling-resistance tires, aerodynamic tweaks, and reduced weight. This variant appealed to cost-conscious buyers, offering a practical alternative to standard trims while maintaining the Metro's compact dimensions and handling. In the second-generation Rover Metro lineup of the 1990s, the served as a sporty with a focus on dynamic appeal, equipped with a 1.4-liter K-series delivering 90 horsepower, a lowered , and an aerodynamic including fog lights and spoilers. It accelerated from 0-60 mph in approximately 9.6 seconds, providing agile performance suitable for enthusiasts, and was available with either carbureted or fuel-injected variants for refined power delivery. Unofficial cabriolet conversions expanded the Metro's appeal in the early , with Crayford offering open-top versions from 1982 to 1985, including the Politan model featuring a folding soft top, reinforced chassis, and rollover protection. These limited-production conversions, built on standard Metro bases, gained cultural visibility through appearances in productions like , though commercial success was curtailed by cost and legal challenges. The 1990 transition to the Rover Metro badge coincided with anniversary commemorations for the model's decade in production, including special badging on select trims to highlight its enduring popularity and sales milestone of over one million units.

Motorsport Involvement

Rally Competitions

The entered rally competition during the final years of the World Rally Championship's era, debuting with Austin Rover's official team support in 1985. Its international bow came at the RAC Rally in November, where driver and co-driver Rob Arthur finished third overall, marking a strong start despite the car's late arrival to the category and ongoing development challenges. Earlier that year, a prototype 6R4 had already claimed its first outright victory at the Rally in in February, driven by and co-driver Rob Arthur. In 1986, the 6R4 showed further promise amid reliability issues like engine failures that plagued several outings. David Llewellyn won the Circuit of Ireland Rally outright, while Malcolm Wilson secured fourth place at the Rally di Sanremo; also piloted a 6R4 to eighth at the 1000 Lakes Rally. At the season-ending RAC Rally, Pond's sixth-place finish, supported by three other 6R4s in the top nine, earned Austin Rover the manufacturers' team award. However, the year's multiple fatalities, including those at Rally Portugal and , prompted the FIA to ban cars effective December 31, 1986, leading Austin Rover to withdraw from competition. Following the Group B ban, the 6R4 transitioned to regulations for national and regional events from 1987 to 1990, where detuned Clubman variants—limited to 250 horsepower—dominated shorter, less demanding rallies. These proved extremely competitive in the , with multiple podiums and outright wins, including successes in the Metro Superchallenge series (won by Pete Slights in 1988 and Bill Barton in 1989). The official team shifted focus to domestic support, including rallysprint formats, while Clubman 6R4s achieved numerous class victories in clubman-level events throughout the late . Standard MG Metro models, tuned for production classes, also competed in clubman rallies during the decade, securing several category wins in lower divisions.

Circuit and Touring Car Racing

The MG Metro participated in the (BTCC) during the early 1980s, primarily in Class B, where its compact design and agile handling allowed it to compete effectively against larger saloons. In 1983, Austin Rover supported Roger Dowson Engineering in fielding turbocharged MG Metro entries, which joined the series midway through the season to challenge the dominant GTV6 cars. Driver clinched the Class B championship that year, highlighting the Metro's competitiveness in formats despite its smaller . A prominent outlet for the Metro in circuit racing was the MG Metro Challenge, a factory-backed one-make series that debuted in 1982 as the Metro Challenge and was rebranded in 1983 to emphasize the MG variant. The series utilized standard MG Metro 1.3-liter engines tuned to approximately 100 horsepower, paired with modifications such as roll cages, competition brakes, and slick tires to ensure safety and parity on UK circuits. Steve Soper dominated the inaugural season, securing eight wins across 15 rounds to claim the title and demonstrating the car's sharp handling in close-quarters racing. The challenge ran through 1990, fostering talent like Tim Harvey and promoting the Metro's reputation for accessible, high-intensity circuit competition. Beyond national series, the Metro featured in mixed-discipline events like the Austin Rover Rallysprint, which included dedicated circuit racing segments at tracks such as . In the 1982 edition, Formula 1 drivers including and John Watson competed against rally aces in identically prepared MG Metros for the circuit phase, with technical regulations mandating roll cages and basic safety upgrades to suit paved layouts. The event underscored the Metro's versatility, as its lightweight chassis enabled competitive lap times in sprint-style races. Complementing this were club-level initiatives, such as the MG Metro Cup organized by the MG Car Club from 1992 onward, which provided an affordable entry into circuit racing with controlled specs for A-series and later K-series engines. In , local championships in the 1980s and 1990s similarly adapted the Metro for regional events, emphasizing its durability and driver engagement. Key figures in Metro circuit racing included , whose multiple victories across series showcased the car's potential, and , who leveraged its balance for class successes in the BTCC. These efforts yielded several class championships and helped establish the Metro as a handler's delight, with its front-wheel-drive setup excelling in tight corners and promoting wheel-to-wheel action without excessive power demands.

Legacy and Popularity

Sales and Market Reception

The Austin Metro experienced significant launch success upon its October 1980 debut, capturing a substantial portion of the market as British Leyland's first major new model in years. In its first full year of 1981, it achieved fourth place in UK sales rankings with approximately 110,000 units sold, contributing to a peak of around 10 percent during the early . Over its lifespan from 1980 to 1998, the Metro accumulated more than two million units in global sales, with over one million sold in the UK alone during the initial Austin-badged phase through 1990. Sales began to decline after 1990 amid intensifying from manufacturers offering more refined and reliable alternatives in the supermini segment. Critical reviews highlighted the Metro's strengths in interior space efficiency relative to its compact exterior dimensions, earning praise from outlets like Autocar for its clever packaging that maximized practicality for urban use. However, early models faced criticism for build quality shortcomings, including rust susceptibility on front wings and other panels, as well as reliability concerns that prompted recalls and claims in the early . Positioned as an affordable supermini for families and first-time buyers, the Metro directly competed with the in the entry-level market, priced competitively to appeal to budget-conscious consumers. It was exported widely to and other regions, bolstering British Leyland's international presence beyond the domestic market. The economy's in the early constrained overall sales, impacting the Metro despite its initial momentum and contributing to slower growth mid-decade. A comprehensive facelift in 1990, rebranded as the Rover Metro with updated styling, improved safety features, and the new K-Series engine, helped revive interest and sustained sales through the mid-1990s.

Cultural Significance

The Austin Metro emerged as an enduring symbol of , particularly during the early years of 's premiership, embodying the nation's push toward economic revival and efficient, practical motoring. Launched in 1980, it served as the official transport for Thatcher herself at the British International Motor Show in , highlighting its role in showcasing British manufacturing ambition amid industrial challenges. This association cemented the Metro's place in the cultural narrative of Thatcher-era , where it represented affordable mobility for the in a time of and market-driven policies. The car's visibility extended into popular media, notably appearing in the long-running sitcom (1981–2003), where a 1984 Austin Metro featured prominently in the 1988 episode "Dates," underscoring its ubiquity in everyday life. Despite such cultural embedding, the Metro faced pointed criticisms as the successor to the notoriously unreliable , inheriting a reputation for build quality issues like pervasive rust on sills, floor pans, and wheel arches, which contributed to low survival rates among early models. Yet, it was widely praised for its innovative packaging, deriving exceptional interior space from compact dimensions via clever use of Mini-derived underpinnings, a design feat that influenced perceptions of engineering ingenuity even amid reliability woes. In terms of lasting influence, the Metro laid foundational lessons for Rover Group's supermini strategy, demonstrating the viability of badge engineering by adapting the same platform across Austin, , and later unbadged Rover variants to maximize production efficiency and market coverage under resource constraints. This approach, while cost-effective, highlighted challenges in brand differentiation, as the removal of specific Austin badging in favor of generic Rover styling from onward underscored the complexities of amid corporate transitions. Today, the Metro enjoys growing collectibility, particularly among performance variants, with MG Metro Turbos fetching up to £22,400 at in 2023, reflecting rising enthusiast demand in the 2020s. The rare MG Metro 6R4 homologation special commands even higher values, exemplified by a 2025 sale of £270,000 for an ex-works example, driven by its heritage. This appreciation has fostered a dedicated restomod community, where owners modernize suspensions and engines while preserving the original's quirky charm, sustaining its legacy through informal gatherings and specialist clubs.

References

  1. [1]
    GDP and Personal Income - BEA Interactive Data Application
    Austin-Round Rock-Georgetown, TX (Metropolitan Statistical Area), 10,546,864 ... The county name appears first, followed by the city name(s). Separate ...
  2. [2]
    GDP by County, Metro, and Other Areas | U.S. Bureau of Economic ...
    In 2023, real gross domestic product (GDP) increased in 2,357 counties, decreased in 734 counties, and was unchanged in 23 counties.Missing: Austin | Show results with:Austin
  3. [3]
    [PDF] US Census Bureau Update - AustinTexas.gov
    Mar 13, 2025 · The Austin metro area added over 58,000 residents between 2023 and 2024, growing at 2.3%, and is now the 25th largest metro area with 2,550,637 ...
  4. [4]
    U.S. Metro Areas Experienced Population Growth Between 2023 ...
    Apr 17, 2025 · Austin-Round Rock-San Marcos grew by over 58,000 or 2.3%, making it one of the nation's largest-gaining and fastest-growing metro areas.
  5. [5]
    Gross Domestic Product by Metro & County - Opportunity Austin
    GDP BY INDUSTRY. In Austin, where real GDP growth in 2023 was 4.5%, government and nine of eleven major private industries contributed positively to growth.
  6. [6]
    Silicon Hills: The Hottest Scene in Texas Tech - Built In Austin
    Leaders like Hewlett Packard, Intel, Cisco, IBM, Apple, eBay, Oracle and Facebook all established headquarters or offices in the area. Top Tech Companies in ...
  7. [7]
    The 2025 Austin Economy Report - Southside Bank
    Mar 11, 2025 · Between 2018 and 2023, the region's economy surged to become the top in the nation, with the tech sector alone experiencing an impressive 65% ...Missing: GDP | Show results with:GDP
  8. [8]
    Austin Economic Indicators - Dallasfed.org
    Oct 7, 2025 · Austin economy dashboard (August 2025) ; Job growth (annualized) May–Aug. '25, Unemployment rate, Avg. hourly earnings ; 0.7%, 3.7%, $36.41 ...Missing: key industries GDP
  9. [9]
    [PDF] 2025 Best-Performing Cities - Milken Institute
    Jan 15, 2025 · In 2023, US metropolitan areas grew in aggregate by 2.6 percent in real GDP, accounting for 91.1 percent of the nation's real growth.
  10. [10]
    About the City of Austin - AustinTexas.gov
    Austin has an estimated population of 961,855 according to the 2020 U.S. Census. Travis County is the fifth most populous county in Texas. Learn more about ...Missing: key | Show results with:key
  11. [11]
    Austin - Round Rock - San Marcos (Metropolitan Statistical Area ...
    Contents: Population ; 2,550,637 Population [2024] – Estimate ; 10,928 km² Area ; 233.4/km² Population Density [2024] ; 2.6% Annual Population Change [2020 → 2024].
  12. [12]
    Austin growth is slowing, increasingly driven by international ...
    Jul 15, 2025 · ... metro area.” Still, the Austin metro area is projected to more than double in size by 2060 to 5.2 million people, adding 1.3 million at the ...
  13. [13]
    The Ryder Report - the plan underlining the bailout of British Leyland
    Following a disastrous couple of years in the marketplace, by the end of 1974 BLMC was on the brink of bankruptcy. Its financial backers – the City banks – had ...Missing: struggles Wedgwood
  14. [14]
    Essay : Tony Benn and British Leyland - AROnline
    This essay focuses on Tony Benn's involvement with British Leyland. It is actually the story of two Benns. One is Anthony Wedgewood Benn (above), Postmaster ...Missing: intervention | Show results with:intervention
  15. [15]
    Austin Metro: the full story - the £275m supermini that saved BL
    Harris Mann, along with Roger Tucker and Gordon Sked, overseen by David Bache (below), were charged with giving the ADO88 an emergency restyle. They managed ...
  16. [16]
    Concepts and Prototypes : Mini replacement proposals (1968-74)
    Long before the term 'supermini' had been coined, British Leyland Motor Corporation (BLMC) wanted to build a 'super' Mini with superior space, comfort and ...
  17. [17]
    LC8 supermini project – The Austin Metro emerges - AROnline
    Harris Mann, along with Roger Tucker and Gordon Sked, were charged with giving the ADO88 an emergency restyle under the oversight of David Bache. They ...
  18. [18]
    Austin Metro prototype engineering drawings (LC8/ADO88)
    Original Austin Metro prototype engineering drawings for the LC8 and ADO88 programmes reveal a cleverly-packaged supermini optimised for interior space.
  19. [19]
    BMC/BL/MG Rover/JLR/MINI timeline - 1952-2024 - AROnline
    Here is the definitive BMC/BL/MG Rover/JLR/MINI/MG timeline – now fully updated. This page covers all the major events during the period from 1952 through ...
  20. [20]
    Austin Metro (1980-1990) - was it really the British car to ... - AROnline
    It proved a substantial success for the company, racking up more than two million sales during its 17-year production run.
  21. [21]
    Buying Guide : Austin/MG Metro - AROnline
    Years produced: 1980-1990 · Body style: Three- and five-door 'Supermini' hatchback, three-door hatchback 'van' · Engine options: 998cc and 1275cc A-Plus Series, ...
  22. [22]
    1980 Austin Mini Metro 1.0 specifications - Car Folio
    Body type. 3 door hatchback with 4/5 seats ; Length. 3406 mm ; Weight. 743 kg ; Engine type. naturally aspirated petrol ; Engine size. 1 litre ...Missing: MK1 1980-1990 price<|control11|><|separator|>
  23. [23]
    1980 Austin Metro 1.0 L (man. 4) - Automobile Catalog
    The overall dimensions are 3405 mm / 134.1 in of length, 1549 mm / 61 in of width (without mirrors) and 1361 mm / 53.6 in of height. Check the tables below for ...Missing: MK1 price
  24. [24]
    1980 Austin Mini Metro 1.3 S specifications - Carfolio.com
    Quoted weight at the kerb is 754 kg. Full specs. . Body type. 3 door hatchback with 4/5 seats. Length. 3406 mm. Weight. 754 kg. Engine type. naturally ...Missing: curb | Show results with:curb
  25. [25]
    https://www.footmanjames.co.uk/blog/mg-metro-the-turbocharged-trailblazer
  26. [26]
    Austin Metro (1980-90) | StillMotoring
    The **Austin Metro (1980-90)** was designed as a **compact, fuel-efficient supermini**, offering **modest performance** suited for urban driving. It featured * ...
  27. [27]
    https://classicsworld.co.uk/guides/rover-metro-buyers-guide/
  28. [28]
    1980 Austin Metro 1.0 (man. 4) - Automobile Catalog
    Fuel consumption: ECE 90/120/city (comb.): 5.3 / 7.3 / 7.4 (6.7) l/100km. 53.3 / 38.7 / 38.2 (42.4) mpg (imp.) 44.3 / 32.2 / 31.8 (35.4) mpg (U.S.). 18.9 ...
  29. [29]
    The cars : MG Metro 1300 (1982-1989) - AROnline
    The Metro relied heavily on existing parts, such as the Mini's drivetrain and a simplified version of the Allegro's suspension system. It was to be built by ...
  30. [30]
    1982 MG Metro 1300 Specs Review (53.5 kW / 73 PS / 72 hp) (since ...
    All specifications, performance and fuel economy data of MG Metro 1300 (53.5 kW / 73 PS / 72 hp), edition of the year 1982 since May 1982 for Europe ...Missing: introduction | Show results with:introduction
  31. [31]
    MG METRO 1300 - The MG Owners' Club
    Introduced 1982 - 1990 Number built – 120,197. The MG Metro was introduced in May 1982 some 18 months after the pain of the closure of the MG factory at ...
  32. [32]
    The MG Metro is 25 this year
    Jul 24, 2020 · In 1982 a new MG was announced, the little MG Metro 1300. It used the staid old 'A' series engine in Cooper 1275cc tune, 10:1 compression ratio, ...
  33. [33]
    MG METRO TURBO - The MG Owners' Club
    Introduced 1983 - 1990 Number built – 21,968. The MG Metro was introduced in October 1982 some 6 months after the launch of the MG Metro 1300 and 2 years ...
  34. [34]
    Detailed specs review of 1983 MG Metro Turbo model for Europe
    The model with 3-door hatchback body and Line-4 1275 cm3 / 77.7 cui, 69 kW / 94 PS / 93 hp (DIN) of power, 115 Nm / 85 lb-ft of torque, 4-speed manual ...
  35. [35]
    MG Metro - The turbocharged trailblazer - Footman James
    May 24, 2021 · The Metro Turbo was unveiled at the Birmingham Motor Show in October 1982 and was an important model for the brand: it confirmed MG's commitment to making cars ...
  36. [36]
    Road impressions: MG Metro Turbo July 1983 - Motor Sport Magazine
    Jul 7, 2014 · The Metro Turbo is lively, jerky, hard-sprung and noisy, which is surely in the best traditions of MG sports cars?
  37. [37]
    Rover Metro buyer's guide - Classics World
    Mar 19, 2024 · Rover Metro timeline. 1990. Major Metro facelift brings fresher styling, Rover badging and K-series engines. 1992. Metro Automatic (using Van ...Missing: NVH | Show results with:NVH
  38. [38]
    The cars : Rover Metro/100 suspension details - AROnline
    Sep 4, 2022 · The steering column cowl and bracketry have been carefully designed to eliminate rattles and improve the NVH ... Under the skin, there was plenty ...
  39. [39]
    Austin Metro - Wikipedia
    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.Missing: innovative 0.34
  40. [40]
    The cars : Rover Metro/100 development story - AROnline
    Re-engineering the Metro's hull to accommodate the K-Series engine and its end-on, PSA-derived R65 gearbox was not so straightforward. When mounted ...
  41. [41]
    Rover Metro 1.4SI buyer's guide - Classics World
    Sep 11, 2023 · The K-Series was inherently smoother and both more capable and more willing than the venerable A-Series, but the end-on transmission opened up ...
  42. [42]
    https://www.mg-rover.org/threads/how-to-diagnose-a-k-series-head-gasket-failure.243523/
  43. [43]
    Metro to 100 - Metropower
    Mar 4, 2018 · The Rover 100 was a Metro with a facelift, mainly focused on new front end styling, minor improvements, and safety upgrades.
  44. [44]
    Buying Guide : Rover Metro/100 - AROnline
    Relaunched as the 100, the car had a re-skinned front end, but it was obvious to everyone it was the same old Metro. Nevertheless, it still sold reasonably well ...
  45. [45]
    Rover 100 1.4 Specs, Performance, Comparisons - Ultimate Specs
    The Rover 100 1.4 top speed is 170 Km/h / 106 mph. Is Rover 100 1.4 All Wheel Drive (AWD)? No, the Rover 100 1.4 is not All Wheel Drive (AWD). It's Front Wheel ...
  46. [46]
    Austin Metro 1.0 Specs, Performance, Comparisons
    Curb Weight : 1653 lbs / 750 kg ; Weight/Power Output Ratio : 17 kg/hp ; Front Brakes - Disc dimensions : Discs (- inches / - mm) ; Rear Brakes - Disc dimensions : ...
  47. [47]
    BMC A-series engine full story - AROnline
    62.9mm, 76.2mm · 37bhp @ 5000rpm, 50lb ft @ 2500rpm ; 62.9mm, 76.2mm · 43bhp @ 5200rpm, 52lb ft @ 3300rpm ...
  48. [48]
    Austin Metro MG 1.3 Specs, Performance, Comparisons
    Austin Metro MG 1.3 Specs ; Fuel Consumption - Economy - Combined: 35 MPG 6.8 L/100 km 42 MPG UK ; Range : 319 miles / 514 km.
  49. [49]
    Demystifying the K-Series Engine: Fixes for known problems and more
    It was first designed as an efficient engine for lightweight front-wheel-drive cars, typically the Rover Metro and the then-current Rover 25, with good fuel ...
  50. [50]
    1984 MG Metro Turbo Specs Review (69 kW / 94 PS / 93 hp) (up to ...
    According to the ProfessCars™ estimation this MG would accelerate 0-60 mph in 9.7 sec, 0-100 km/h in 10.4 sec and a quarter mile time is 17.4 sec.
  51. [51]
    MG Metro Turbo Specs, Performance, Comparisons
    The 1983 MG Metro Turbo has 90 PS / 89 bhp / 66 kW. How much does a MG Metro Turbo weighs? The MG Metro Turbo weighs 840 Kg / 1852 lbs. What is the top speed ...
  52. [52]
    Rover 100 1.4D Specs, Performance, Comparisons - Ultimate Specs
    Rover 100 1.4D Specs ; Transmission Gearbox - Number of speeds : 5 speed Manual ; Fuel Consumption - Economy - Combined: 50 MPG 4.7 L/100 km 60 MPG UK ; Range : ...Missing: VM Motori
  53. [53]
    How To.... Diagnose a K Series Head Gasket Failure - MG-Rover.org
    Apr 29, 2008 · The Service Fix MLS (multi layer steel) gasket design eliminates the rubber beads and provides a smooth, hard surface to accommodate slight ...Missing: bulletins sources
  54. [54]
    Engine transplants - gearbox information - Calver ST
    Practically all Metros had a 3.44 FD including the MG, the only oddballs were the Turbo that had a 3.2, and rare 'economy' models that had a 3.1. The 3.44 FD ...
  55. [55]
    The cars : MG Metro 6R4 Group B - AROnline
    The MG Metro 6R4 was Austin Rover's entry into Group B, the controversial rallying category that gave us a series of spectacular cars before being banned.
  56. [56]
    The History Of The 6R4 - 6R4.net
    During August to October 1985, Austin Rover built (and had inspected by FISA) 200 MG Metro 6R4s, successfully homologating the car into Group B as from 1st ...
  57. [57]
    Stupid fast: The rise and fall of Group B's MG Metro 6R4 - Hagerty
    Sep 12, 2016 · In 1987, Austin Rover cancelled the program. It unloaded its remaining examples by bumping Clubman tune to 300 horsepower and simultaneously ...
  58. [58]
    MG Metro 6R4- 1985 - Lane Motor Museum
    This Group B rally car was designed and built under contract by Williams Grand Prix (Formula 1) Engineering. Unlike other top rally cars at the time, ...
  59. [59]
    MG Metro 6R4 (1985) - AutoZine
    By offsetting the whole powertrain slightly to the left, equal-length half-shafts could be used. The chassis shared virtually nothing with the production Metro, ...
  60. [60]
    MG Metro 6R4 Clubman specs, 0-60, quarter mile - FastestLaps.com
    Engine type, V6 24 valves. Displacement, 3.0 l (183 ci / 2991 cc). Power, 253 ps (250 bhp / 186 kw) @ 7000 rpm. Torque, 305 Nm (225 lb-ft) @ 4500 rpm. Power / ...Missing: production | Show results with:production
  61. [61]
    1982 Austin Metro 1.3 Vanden Plas (man. 4) (model since mid-year ...
    All specifications, performance and fuel economy data of Austin Metro 1.3 Vanden Plas (45 kW / 61 PS / 60 hp), edition of the year 1982 since mid-year 1982 ...
  62. [62]
    Austin Metro Vanden Plas
    It was powered by the 'A' series 1275cc 60bhp engine with either a 4-speed all-synchromesh manual or optional 4-speed automatic transmission.
  63. [63]
    SPECIAL BREW: AUSTIN METRO VANDEN PLAS 500
    Feb 27, 2020 · The Austin Metro Vanden Plas 500 was a limited edition of 500 models with caramel leather, black paint, gold coachline, Wolfrace alloys, a free ...
  64. [64]
    1984 Austin Metro 1.0 HLE Specs Review (34.5 kW / 47 PS / 46 hp ...
    All specifications, performance and fuel economy data of Austin Metro 1.0 HLE (34.5 kW / 47 PS / 46 hp), edition of the year 1984 since October 1984 for ...Missing: first | Show results with:first
  65. [65]
    Austin Mini Metro 1.0 HLE Specs, Performance, Comparisons
    Austin Mini Metro 1.0 HLE Specs ; Fuel Consumption - Economy - Open road: 49 MPG 4.8 L/100 km 59 MPG UK ; Fuel Consumption - Economy - Highway: 35 MPG 6.8 L/100 ...Missing: High | Show results with:High
  66. [66]
    1980 Austin Mini Metro 1.0 HLE specifications - Car Folio
    View complete technical specifications for 1980 Austin Mini Metro 1.0 HLE. Includes performance data, fuel economy, dimensions, engine details, and more.
  67. [67]
    Hidden Hero: Rover Metro GTi 16v - Honest John Classics
    Oct 4, 2019 · The Metro GTi 16v had a 95bhp engine, 0-60 in 9.6s (8.5s with fuel injection), and was entertaining. It's now a hidden hero, with good examples ...
  68. [68]
    1990 Rover 114 GTi 16V (Metro GTi 16V) catalyst Specs Review (66 ...
    According to the ProfessCars™ estimation this Rover would accelerate 0-60 mph in 9.7 sec, 0-100 km/h in 10.4 sec and a quarter mile time is 17.3 sec.
  69. [69]
    Crayford Metro Politan - Metro-based convertible with Dr Who links
    The Crayford Metro Politan was a convertible Metro with large rear windows and a roll-over bar, and appeared in the Dr. Who spin-off K-9 and Company.
  70. [70]
    The Golden Age of the Crayford Conversion - Footman James
    The 1980s saw Crayford begin its decline as a business, with convertible conversion projects of the Ford Fiesta 'Fly' and Austin Metro 'Crayford Metropolitan' ...Missing: 1982-1985 | Show results with:1982-1985
  71. [71]
    History : BMC, BL and Rover production figures - AROnline
    Jul 10, 2025 · Consider this, though – more than two million Metros of all shapes and sizes were produced between 1980 and 1997, and yet the car is already ...
  72. [72]
    MG Metro 6R4... Almost, but not quite - Motor Sport Magazine
    May 25, 2021 · If you're old enough to remember Tony Pond powering his MG Metro 6R4 to a heroic third place in the 1985 Lombard RAC, you're likely a fan of ...
  73. [73]
    https://brscc.co.uk/formulae/mg-metro-cup/
  74. [74]
    http://www.historicracing.com/driverDetail.cfm?driverID=7589
  75. [75]
    Drivers - Ihle Motorsport
    Stig Blomqvist. Vintage 1946 ... At the 1000-Lakes Rally in 1986, he reached his best result at international rally with the eighth place on a MG Metro 6R4.
  76. [76]
    Clubman Or International - 6R4.net
    The major mechanical difference between a 'Clubman' and an 'International' spec Metro 6R4 was the power output, with the 200 'homologation' versions putting out ...
  77. [77]
    THE 1983 ROVER CONTROVERSY: A TOURING CAR SEASON TO ...
    Apr 20, 2025 · The Thruxton issues began with the Toyota Celica Supra of Win Percy. After starting the season in a Class C Toyota Corolla, the defending triple ...
  78. [78]
    RAC British Saloon Car Championship - 1983
    ### MG Metro/Austin Metro in 1983 British Saloon Car Championship
  79. [79]
    [PDF] Interview Steven Soper - Metro Owners Club
    Soper's motor sport career started in. 1969 at the wheel of a 1300cc Ford Escort special saloon in sprints and circuit races, with reasonable success in the ...
  80. [80]
    Steve Soper profile on - SnapLap
    In 1982, Soper entered the British Saloon Car Championship, driving an Austin Metro 1300 and scoring five Class D victories, fighting against Richard Longman ...<|control11|><|separator|>
  81. [81]
    How Istel helped launch Tim Harvey's racing career in the MG Metro ...
    Jul 21, 2025 · In 1984, Istel backed a young Tim Harvey in the MG Metro Challenge, kickstarting a racing career that led to BTCC glory.Missing: cost | Show results with:cost
  82. [82]
    1982 Austin Rover RallySprint - Keke Rosberg Fansite
    1982 Austin Rover RallySprint. This was an informal event that pitched four rally drivers and four circuit racing drivers against each other.Missing: Metro | Show results with:Metro
  83. [83]
    Mighty Metros - MG Car Club
    Jan 15, 2021 · The factory-backed Metro Challenge replaced the outgoing Mini 1275 GT Challenge for 1981, and by 1983 had been renamed the MG Metro Challenge.Missing: 1982-1990 | Show results with:1982-1990
  84. [84]
    Hickford Construction MG Metro Cup - BRSCC
    The MG Metro Cup Started in 1992, since then it has been successful in maintaining its objective of providing an easy way into motor racing for drivers with ...
  85. [85]
    Steve Soper biography - Historic Racing
    Sep 27, 2021 · Steve Soper raced in sports cars and touring cars at the top level for over 20 years. In 1983 he almost won the British Touring Car Championship.
  86. [86]
    Lunch With... Steve Soper February 2014 - Motor Sport Magazine
    Jul 24, 2014 · This serial race winner and straight talker remained a factory driver for almost 20 years. No shortage of anecdotes here.
  87. [87]
    UK 1980-1981: Ford Cortina, Escort and Fiesta on top
    Jan 29, 1982 · Launched in 1980 as the miniMetro to give the Mini a big brother, the Austin Metro ranks 4th for its first full year of sales in 1981 with ...
  88. [88]
    Austin Metro: British Leyland's little saviour - Cult Classics
    Harris Mann, working under Bache, was given the task of restyling the car, given a new codename of LC8. In just five weeks, Mann and his team worked wonders, ...Missing: 1977-1979 concept<|control11|><|separator|>
  89. [89]
    What Made The Austin Metro So Successful? - Carole Nash
    Mar 8, 2019 · The Metro's design was handled by David Bache and Harris Mann. The design took cues from the Mini, featuring 998 cc and 1275 cc A-series engines ...
  90. [90]
    A British Car to Beat the World: 40 years of the Metro | Hagerty UK
    Jul 30, 2020 · When the Austin Metro was launched in 1980, it really was a car to beat the world. But by 1998, it was long in the tooth and unsafe.
  91. [91]
    Austin Metro (1980 – 1991) Review - Honest John Classics
    Harris Mann along with Roger Tucker and Gordon Sked, overseen by David Bache were charged with giving the ADO88 an emergency re-style, which they managed ...Missing: team | Show results with:team
  92. [92]
    The cars : Austin Metro 1.3 S (1980-1982) - AROnline
    Mar 1, 2024 · Unlike the Mini which was still being assembled at Seneffe in Belgium for the continental market, all Metros would be supplied complete from ...
  93. [93]
    Sales Legend: Austin Metro - Car Dealer Magazine
    May 1, 2010 · It was eye-openingly spacious, well made, nimble to drive and pretty economical. The ride was stiff, engines harsh and prices high-line, but it was a sporty ...<|control11|><|separator|>
  94. [94]
    Britain's mini marvel: the Austin Metro at 40 - The Telegraph
    Oct 9, 2020 · Not least, it provided the transport for Margaret Thatcher to the 1980 International Motor Show in Brimingham, where it proved both a ...
  95. [95]
    Austin Metro - SAMSØ AUSTIN MUSEUM
    During its early years the Austin Metro was Britain's most popular supermini, often outselling the Ford Fiesta. 1,370,000 Austin examples were sold in the first ...
  96. [96]
    1983 Austin Metro review: Retro Road Test
    The Metro we're testing here is fitted with the more powerful 1,275cc A-plus engine (a smaller 1.0-litre powertrain was also available). It's a reliable unit ...<|control11|><|separator|>
  97. [97]
    ROVER METRO - Speed Aces
    The Metro was a (supermini) British economy car that was produced by the Austin Rover Group division of British Leyland and its successors.
  98. [98]
    MG Classic Car Auction Results - Glenmarch
    1984 MG Metro Turbo. Estimate £16,000 - £20,000 (unsold). Iconic Auctioneers ... 2020 MG Metro 6R4 Replica. £19,000. Classic Car Auctions - The London ...Missing: 2020s | Show results with:2020s
  99. [99]
    MG Metro 6R4 Rally Car: Rare Opportunity to Own a Legend - Regit
    Dec 18, 2024 · This particular 'Clubman' model is a road-legal version with 250bhp and just 3,403 miles on the clock. · The car has had just two owners since ...Missing: numbers | Show results with:numbers