Austin Metro
Austin Metro | |
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Front-engine, front-wheel drive | |
Related | Mini |
Chronology | |
Predecessor | Mini |
Successor | Mini Hatch
/ Rover 25 |
The Metro is a
During its 18-year lifespan, the Metro wore many names: Austin Metro, MG Metro and Rover Metro. It was rebadged as the Rover 100 (full name: "Rover 100 series") in December 1994.[2] There was also a van version, known as the Morris Metro, and later, the Metrovan.[3]
At the time of its launch, the Metro was sold under the
Although the R3-generation
Austin/MG Metro
Austin Metro | ||
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Kerb weight | 760 kg to 865 kg |
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 supermini market had evolved during the 1970s, with earlier small cars like the Mini and Hillman Imp being followed mostly by cars two-box hatchback vehicles, 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
Following the Ryder Report, which prioritized the ADO88/LC8 project, 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.[8]
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.
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 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.[3]
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 Mini remaining in production; also because only a few of the Metro's competitors were available as a saloon.[9]
BL's last all-new mass-produced car before the Metro's launch was the 1976 Rover SD1.
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
The Metro quickly proved popular with buyers, a 19-year-old
In its best year, 1983, more than 130,000 Metros were sold in Britain, only the
) went on sale in Britain between April and September.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
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
The changes between the MG engine (taken directly from the Mini Cooper) and the standard 1275 included a modified
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.
Mark II
A Mark II version of the Metro was introduced in 1984.[11] 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 matching that of 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 EEC regulations made it compulsory for all new cars to have a catalytic converter or fuel injection.
A rear
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 (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.[12] 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 licence 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.[13]
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.
- 1980-**: 848 cc I4, 34 bhp (25 kW; 34 PS) at 5500 rpm and 44 lb·ft (60 Nm) at 2900 rpm (** = Date last car officially sold is currently unknown)
- 1980–83: 998 cc I4, 45 bhp (34 kW; 46 PS) at 5400 rpm and 53 lb·ft (73 Nm) at 3000 rpm
- 1983–88: 998 cc I4, 41 bhp (31 kW; 42 PS) at 5500 rpm and 54 lb·ft (73 Nm) at 3250 rpm (low compression option)
- 1983–87: 998 cc I4, 44 bhp (33 kW; 45 PS) at 5500 rpm and 54 lb·ft (73 Nm) at 3250 rpm (Metro City)
- 1983–87: 998 cc I4, 46 bhp (34 kW; 47 PS) at 5500 rpm and 54 lb·ft (73 Nm) at 3250 rpm (Metro Standard/City X)
- 1980–84: 998 cc I4, 47 bhp (35 kW; 48 PS) at 5500 rpm and 54 lb·ft (73 Nm) at 3250 rpm (Metro HLE)
- 1987–90: 998 cc I4, 47 bhp (35 kW; 48 PS) at 5500 rpm and 54 lb·ft (73 Nm) at 3250 rpm
- 1980–83: 1275 cc I4, 60 bhp (45 kW; 61 PS) at 5250 rpm and 72 lb·ft (98 Nm) at 3200 rpm
- 1983–90: 1275 cc I4, 62 bhp (46 kW; 63 PS) at 5300 rpm and 72 lb·ft (98 Nm) at 3100 rpm
- 1984–89: 1275 cc I4, 71 hp (54 kW) at 6000 rpm and 75 lb·ft (99 Nm) at 4000 rpm (Metro Vanden Plas)
- 1982–89: 1275 cc I4, 72 hp (54 kW) at 6000 rpm and 75 lb·ft (99 Nm) at 4000 rpm (MG Metro)
- 1983–89: 1275 cc I4, 93 hp (69 kW) at 6130 rpm and 85 lb·ft (115 Nm) at 2650 rpm (MG Metro Turbo)
- 1989–90: 1275 cc I4, 69 hp (54 kW) at 5450 rpm and 75 lb·ft (99 Nm) at 4000 rpm (Metro GTa/MG Metro)
Rover Metro
Rover Metro | ||
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Kerb weight | 1,852lbs (840 kg) |
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". By this stage, Rover was in the final stages of developing the new
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 Rover decided to restyle and re-engineer the existing Metro design instead.[14]
The new Rover Metro was finally launched in May 1990, being a heavily revised version of the original Metro and fitted with a new range of engines.
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
A new bodyshell for the replacement car (the AR6 project) was designed. Its styling was influenced by
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.
Latterly this car has attracted an enthusiastic following including use as a low-cost entry to motor racing. The basic just-over-100 bhp (70 kW) engine for the GTI can be boosted to over 130 hp (97 kW) 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, as well as various Rovers and MGs).
Rover 100
Rover 100 | |
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PSA/TUD5 diesel I4 | |
Transmission | 5-speed PSA manual Van Doorne VT-1 CVT automatic |
In December 1994, the revised R6 model appeared.[16] In the United Kingdom, Rover finally scrapped the Metro nameplate, replacing it with a new name, Rover 100, which had been adopted on continental Europe on the Rover Metro's launch in 1990, due to the weakness of the Austin marque in Europe.
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 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 saving grace for the 100 was the option of full leather trim, a rarity in a small car and coupled with the standard wood veneer dashboard inserts, a tinted glass sunroof and the optional wood veneer door cappings, the 114 GSi made for traditional luxury motoring; an image Rover was trying to retain. The only safety efforts came in the form of an optional drivers airbag, an alarm, a passive engine immobiliser, a removable radio keypad, central locking and side intrusion beams. Overall, the 100 series was considered a rather typical facelift of a car which had been a class leader on launch some years earlier, only to be overtaken by newer cars including the Renault Clio, Fiat Punto and Volkswagen Polo. It was launched only a year before a fourth generation Ford Fiesta.
- Rover 114 GTa
A 'warm' version of the 100 called the 114 GTa was available from launch. The main differences over the 114 SLi three-door – which has the same engine – were sports seats, red seatbelts, a rev-counter, sports suspension, a slightly higher top speed, faster acceleration, GSi alloy wheels and GTa badging. It was only available as a three-door.
- End of the line
In 1997, the Rover 100 gave a poor performance in Euro NCAP crash tests[17] (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. Other small cars tested at the same time received two or three stars out of five. The passenger compartment was subjected to severe structural damage in the frontal-offset test and results showed a high risk of injury to all body regions for the driver. Meanwhile, the side impact test also showed high injury risks.
The Rover 100's dismal safety showing was not its only problem by 1997. 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
Facing a complete collapse of sales, Rover withdrew the 100 from production – marking the end of nearly 18 years of production with the last car built on 23 December 1997.[18]
There was no direct replacement for the Metro/100, although the 1995
The gap left by the Metro as a true Rover city car was not filled until late 2003, when the
Powertrains
Years | Model & Transmission | Engine | Power | Torque | Top Speed | 0–62 mph (0–100 km/h) | Economy | Emissions |
---|---|---|---|---|---|---|---|---|
Petrol | ||||||||
← 1994 | Rover Metro 1.1i | 1.1 L, 4 in-L | 61 PS (45 kW; 60 hp) | 90 N·m (66 lb·ft) | 97 mph (156 km/h) | 13.7 s | 46.0 mpg‑imp (6.14 L/100 km) | 157 g/km |
← 1994 | Rover Metro 1.4i 8v | 1.4 L, 4 in-L | 76 PS (56 kW; 75 hp) | 117 N·m (86 lb·ft) | 105 mph (169 km/h) | 10.5 s | 42.9 mpg‑imp (6.58 L/100 km) | 165 g/km |
← 1994 | Rover Metro 1.4i 16v SPI | 1.4 L, 4 in-L | 96 PS (71 kW; 95 hp) | 124 N·m (92 lb·ft) | 113 mph (182 km/h) | 9.6 s | 42.5 mpg‑imp (6.65 L/100 km) | ___ g/km |
← 1994 | Rover Metro 1.4i 16v MPI | 1.4 L, 4 in-L | 103 PS (76 kW; 102 hp) | 123 N·m (91 lb·ft) | 116 mph (187 km/h) | 8.6 s | 42.5 mpg‑imp (6.65 L/100 km) | ___ g/km |
1994 → | Rover 111i | 1.1 L, 4 in-L | 61 PS (45 kW; 60 hp) | 90 N·m (66 lb·ft) | 97 mph (156 km/h) | 13.7 s | 46.0 mpg‑imp (6.14 L/100 km) | 157 g/km |
1994 → | Rover 114i 8v | 1.4 L, 4 in-L | 76 PS (56 kW; 75 hp) | 117 N·m (86 lb·ft) | 105 mph (169 km/h) | 10.5 s | 42.9 mpg‑imp (6.58 L/100 km) | 165 g/km |
1994 → | Rover 114i 8v Automatic | 1.4 L, 4 in-L | 76 PS (56 kW; 75 hp) | 117 N·m (86 lb·ft) | 100 mph (160 km/h) | 11.1 s | 41.4 mpg‑imp (6.82 L/100 km) | ___ g/km |
1994 → | Rover 114i 16v SPI | 1.4 L, 4 in-L | 96 PS (71 kW; 95 hp) | 124 N·m (92 lb·ft) | 113 mph (182 km/h) | 9.6 s | 42.5 mpg‑imp (6.65 L/100 km) | ___ g/km |
1994 → | Rover 114i 16v MPI | 1.4 L, 4 in-L | 103 PS (76 kW; 102 hp) | 124 N·m (92 lb·ft) | 116 mph (187 km/h) | 8.6 s | 42.5 mpg‑imp (6.65 L/100 km) | ___ g/km |
Diesel | ||||||||
← 1994 | Rover Metro 1.4 D | 1.4 L, 4 in-L | 53 PS (39 kW; 52 hp) | 83 N·m (61 lb·ft) | 88 mph (142 km/h) | 16.8 s | 56.0 mpg‑imp (5.04 L/100 km) | ___ g/km |
1994 → | Rover 115 D | 1.5 L, 4 in-L | 57 PS (42 kW; 56 hp) | 95 N·m (70 lb·ft) | 96 mph (154 km/h) | 15.3 s | 56.0 mpg‑imp (5.04 L/100 km) | ___ g/km |
MG Metro 6R4 rally car
MG Metro 6R4 | ||
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Curb weight | 1,040 kg (2,290 lb) |
Created for the short-lived
The resulting car was shown to the world in May 1985. It was powered by a David Wood designed bespoke 3-litre
The 6R4 appeared in two guises. There was a so-called Clubman model which was the road going version which developed in the region of 250 bhp (186 kW), of which around 200 were made and sold to the public for £40,000 (the homologation version). A further 20 were taken and built to International specifications which had a recorded output of over 410 bhp (306 kW; 416 PS)[22][23]
At its launch in 1985,
This good start was unfortunately not repeated, and although a 6R4 was entered in rallies at
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 in the Jaguar XJ220, this time with turbochargers added.[28][29]
Popularity
The Metro remained one of Britain's most popular cars throughout its production life, even during its final year when it was among the oldest designs on sale in the country. During its early years, the Austin Metro was Britain's most popular small car; often outselling the Ford Fiesta. It was still one of Britain's best selling cars by the time it was replaced by the Rover 100 in late 1994, with almost 1,500,000 having been sold (an average of more than 100,000 per year).[30] However, despite reasonable numbers being sold in France and Italy, overall sales in Europe were modest in comparison to established rivals such as the Fiesta (which typically sold 500,000 units per year across Europe), meaning that BL still could not realise the true economies of scale.
Much debate among automotive historians has taken place over whether BL's decision to push the Metro's development programme ahead of the potentially more profitable Maestro/Montego models was justified. As a result of this, both those models did not arrive on the market until 1983/84, after having been in development since 1976 with a view of being launched around 1980. By the time of their launch, they were soon out of step both stylistically and from an engineering perspective when compared to the market-leading cars in their sectors.
The Metro's popularity endured in spite of its failure to match the durability of its contemporary rivals, notably the Nissan Micra (K10) and VW Polo Mk. 2.[citation needed] This is well illustrated by the findings of Auto Express's 2006 survey which named the Metro as Britain's seventh-most scrapped car of the last thirty years. Just 21,468 versions of the original 1980–1990 Metro were still in working order at the time of the survey, despite around 1,000,000 being sold.[citation needed] Nearly seven years on, that figure has inevitably declined further, with the number remaining as of 2013 now down to less than 2,000.
Many Metros (particularly the pre-1990 Austin models) have been scrapped as a result of the bodyshell's vulnerability to rust. Pre-1989 cars could not run on unleaded fuel either without expensive conversion of the cylinder head or the use of additives. When lead replacement petrol was withdrawn from sale in 1997 many owners simply scrapped the cars. Metros built before 1990 use the same engine and transmission package as the Mini, hence they have become popular donor cars for Mini restorations and Mini-based kit cars; and as a result, thousands of Metros were dismantled purely for their engines and gearboxes to keep classic Minis on the road. Many Metros were written off by joyriders, as the car's minimal security made it notoriously easy to steal. The post-1990 cars were not without their problems - the K-Series engine became notoriously prone to cylinder head gasket failure (and if the engines overheated then they were often damaged beyond repair), and the bodyshell remained vulnerable to corrosion, meaning relatively few have survived.
Official factory support for the Metro is now non-existent due to the demise of
Including the post-1994 Rover 100 Series models, a total of just under 1,500,000 Metros were sold in the UK in less than twenty years, making it the seventh-most popular car ever sold there.[31]
Lady Diana Spencer (later
References
- ^ Roberts, Andrew (9 September 2010). "Mini Metro at 30". The Daily Telegraph. Retrieved 22 July 2015.
- ^ "Austin Rover Online". Austin-rover.co.uk. 23 September 2011. Retrieved 16 January 2012.
- ^ a b "Austin Rover Online". Austin-rover.co.uk. Archived from the original on 3 May 2008. Retrieved 9 October 2010.
- ^ "End of the road". Angelfire.com. Retrieved 9 October 2010.
- ^ Adams, Keith (25 August 2011). "History: Production Figures". AROnline. Archived from the original on 14 January 2013. Retrieved 18 September 2013.
- ^ Austin Mini Metro Road Test 1981, www.flickriver.com Retrieved on 9 September 2013
- ISBN 0-00-217074-4.
- ^ "Supermini projects : ADO74". AROnline. Retrieved 30 May 2012.
- ^ "The best of the British car industry". AROnline. Archived from the original on 19 July 2012. Retrieved 30 May 2012.
- ^ a b De Leener, Philippe (13 October 1983). "Gedetailleerde Test: MG Metro Turbo" [Detailed Test]. De AutoGids (in Dutch). 5 (106). Brussels, Belgium: Uitgeverij Auto-Magazine: 118–119.
- ^ The Metro at 40, nationalmotormuseum.org.uk, as archived at web.archive.org
- ^ George Houghton (1992). "Car Theft in England and Wales: The Home Office Car Theft Index" (PDF). Government of the United Kingdom. Archived from the original (PDF) on 7 October 2011. Retrieved 27 November 2010.
- ^ "Blog Archive " Mini Metro hits 30!". Motoring News. Archived from the original on 22 September 2010. Retrieved 10 September 2010.
- ^ "Austin AR6 – the full story of a new supermini to replace the Austin Metro". 28 July 2018.
- ^ a b Concepts : Austin AR6. AROnline. Retrieved 4 September 2013.
- ISBN 3-444-10479-0.
- ^ "test results from Euro NCAP site". Euro NCAP. Retrieved 15 July 2010.
- ^ https://www.aronline.co.uk/cars/rover/metro-100/r6-development-story/
- ^ "6R4.net: Williams GPE and the Metro 6R4". www.6r4.net.
- ^ "6R4.net | The home of the MG 6R4". www.6r4.net.
- ^ "MG METRO 6R4 Clubman - COLLECTOR". L Automobile Sportive, le guide des voitures de sport.
- ^ "The cars : MG Metro 6R4 Group B". 22 February 2021.
- ^ "MG Metro 6R4 (Group B)". Rally Group B Shrine. 19 January 2016.
- ^ "MG Metro 6R4- 1985 - Lane Motor Museum". www.lanemotormuseum.org.
- ^ "Birth of an icon: MG Metro 6R4". evo.
- ^ "MG METRO 6R4 | The MG Owners' Club". www.mgownersclub.co.uk.
- ^ "MG Metro 6R4". www.autozine.org.
- ^ "The Rare MG Metro 6R4 – Britain's Hairy-Chested Group B Challenger". Silodrome. 28 January 2021.
- ^ "6R4.net | The home of the MG 6R4". www.6r4.net.
- ^ "UK's 10 best-selling cars since 1965". 24 July 2014.
- ^ "icliverpool.icnetwork.co.uk". icliverpool.icnetwork.co.uk. 17 March 2009. Archived from the original on 29 September 2010. Retrieved 9 October 2010.
- ^ "Retro MiniMetroland article". Angelfire.com. Retrieved 9 October 2010.