Often called the thinking man’s Mini, the MG Metro is a fast appreciating and endangered national treasure. Here’s what you need to know before buying one.
Destined to be outlasted by the very car it was meant to succeed, the Metro was long dismissed as something of a joke – particularly by diehard Mini enthusiasts. Yet consider this: if you’re drawn to the Mini’s giant-killing performance and nimble handling but can’t quite stomach its endless compromises, what about a car that delivers the same sense of fun as Issigonis’ original but adds a better driving position, far more cabin space, a practical hatchback boot, a smoother ride… and all for a fraction of the price? That, in essence, was the Metro which – sacrilegious as it may sound to Mini loyalists – took the best of the Mini formula and simply improved upon it.
Once a fixture in the sales charts, the Metro has now all but vanished from our roads, with even the heavily revised Rover Metro becoming a rare sight in daily use.
This, of course, gives the humble Metro a fresh appeal – if not as a more capable driver’s car than the Mini, then certainly as a curiosity in its own right. Its Mini roots have proved both a blessing and a curse in classic circles: once upon a time, an MoT-failed Metro would be stripped within hours by Mini owners scavenging its running gear. Today, that same link at least ensures that the thriving Mini parts trade still supports the A-Series powerplant. Sadly, when it comes to the rest of the car, life isn’t nearly as straightforward.
HISTORY
A British car to beat the world, said the press adverts for the Metro – or Austin miniMetro as it was first known – and indeed in some areas the car was ahead of the competition. It’s easy to deride the Metro for its carry-over Mini mechanical bits but in truth the Fiesta in 1980 – the benchmark for small cars – was relying on the old pushrod Kent engine which was decades old. The use of the A-Series motor was of course down to cost: BL was in a bit of a state at the time the Metro was developed and had tried several times already to build a successor to the Mini. In fact this was the era when BL chairman Michael Edwardes was walking a knife-edge between keeping the firm going on government hand-outs or turning out the lights.
In reality, the A-Series (in revamped A-Plus form for the Metro) had plenty of life left in it – as was later to be proved by those ’90s Minis – and was easily the equal of something like the breathless 895cc Polo. It also had the advantage of being familiar to mechanics the world over.
The Metro was so nearly yet another near miss, though. It was during a management ride-and-drive session in 1978 that Michael Edwardes and his team tried what was to become the Metro and came away somewhat underwhelmed at the new car’s refinement or lack thereof. The project was too far gone to start again but drastic engineering and styling work was the result and brought victory from the jaws of defeat in less than three years.
As launched in October 1980, the Metro was offered in 998 and 1275cc versions, with trim levels ranging from the plain 1.0 to the HLE range-topper. There was also an automatic version using the same sophisticated four-speed AP gearbox as the Mini.
That miniMetro tag was dropped in 1981 when the car was renamed simply Metro and the following year the Metro was responsible for the rebirth of the MG name, with the MG Metro and MG Metro Turbo models. The range was subsequently revised many times but the underlying recipe was much the same. A facelift in 1984 brought in a revised interior with more modern dashboard, chunky seats and updated front end style, plus a wider track and a five-door model. The basic structure of the Metro even survived the dramatic facelift into the Rover Metro which at last produced the car it could always have been by combining the K-Series motor with the front-rear interconnection of the Hydragas system which its inventor Alex Moulton had always intended. The result was a cracking car, although poor NCAP crash test results hastened its demise in 1997.
Backed by not insignificant national pride, the Metro was in fact Britain’s best-selling car in 1982 and 1984 and although it was outlived by the Mini, it did survive for a respectable 17 years.
Metro values
Values for the Metro remain refreshingly affordable, making it one of the most accessible classics on the market. Projects can still be found from around £500-£1500, though rust and missing trim can quickly make restoration uneconomical. Usable examples with MOT typically start at £2500-£4000, with tidy, original cars nudging £5000. The best preserved low-mileage Austins – often cherished by single owners – can command £7000 or more.
MG-badged cars are increasingly sought after, with clean MG Metros ranging from £5000-£9000, while the rare and lively Turbo can exceed £12,000 when in excellent, unmolested condition.
Insurance Costs
1989 MG Metro 1300, £4000 value.
Example quote: £109.97 or £127.97 with Agreed Value.Quotation supplied by Lancaster Insurance. Tel: 01480 400761
Quote based on a 45-year-old marketing manager, access to another car, no claims or convictions, club member, 3000 miles per year, no modifications, living in SP2 0HL. Disclaimer: Subject to underwriting criteria. An additional charge may be payable. Authorised and regulated by the Financial Conduct Authority.
BODYWORK
As with so many cars from this period, the Metro’s greatest enemy is rust. A once-familiar sight was the tell-tale line of corrosion creeping down the wing just behind the headlamp. Thankfully, this panel is a bolt-on item, but finding any sort of replacement is a mission in itself – brand new items no longer exist, so you’ll either have to find the best used panels you can, or stick it out for a new-old stock item, which will usually set you back around £180-£200 each.
Corrosion also takes hold in the front and rear valances. Being double-skinned, they’re awkward to repair properly, but pattern replacements are available for around £100 – though supply can still be inconsistent.
Like the Range Rover, its larger stablemate, the Metro was originally designed as a three-door. The five-door was a later adaptation of the basic shell, which may explain why these versions appear more susceptible to rot. The good news is that repair sections for the rear wheelarches are available for around £40 each from Magnum Classic Panels, allowing shabby arches to be restored cleanly – though a capable bodyshop will be required to achieve a decent finish.
Some owners have made use of Rover 100 panels, which are broadly similar and easier to source, though they do require modification to fit correctly.
As ever, the sills warrant close inspection. It’s unusual to find a budget Metro that hasn’t had numerous patches let in over the years simply to see it through successive MoTs. Fortunately, complete sill sections can still be purchased as pattern parts for both three- and five-door models, at around £70 per side from Magnum Classic Panels.
Light units are no longer available brand new, but used or new-old stock items are still fairly common and affordable. Similarly, detail trim items – notably windscreen rubbers – are hard to come by in new condition.
ENGINE & TRANSMISSION
Compared with the challenge of finding sound panels for a tidy bodywork restoration, the Metro is far less daunting under the bonnet. That’s largely because it’s powered by the tried-and-tested A-Series engine, familiar from everything between the Mini, Metro, Maestro and Montego.
Whether you’re looking at the 998cc or 1275cc unit, the close kinship with the Mini means that service items are not only easy to get hold of but inexpensive as well.
In terms of common issues, most Metros haven’t racked up the sort of mileages seen on big German saloons, but it’s still worth carrying out the usual checks. Oil in the coolant, or vice versa, usually points to a tired head gasket, while blue smoke from the exhaust may indicate that a valve overhaul is on the horizon. Fortunately, the cylinder head is straightforward to remove at home, with machining easily handled by any Mini specialist. Many can even supply an unleaded-ready head for around £500, and full rebuild kits are readily available. Carburettor service parts are equally straightforward to source.
The Metro also carries over the Mini’s gears-in-sump arrangement, bringing with it the familiar drop-gear whine. Unless it’s excessive, it’s usually a case of “they all do that, sir.” Meanwhile, hubs, wheel bearings, clutch kits and hydraulic parts can be ordered from the Mini suppliers, though Metro-specific engine hoses are notably harder to track down.
SUSPENSION
The key difference between the Metro and the Mini lay in the suspension, with the newer car adopting Hydragas in place of simple steel coils. This gave the Metro a unique position in the market, as it delivered the ride quality of a car from the next class up. Remarkably, the system is largely maintenance-free despite its added complexity, though leaks can occur over time, causing the car to settle on the ground as the fluid escapes. Restoring the ride height is straightforward with the correct pump, and many garages still have the necessary kit tucked away. Alternatively, you can purchase a hand pump from www.aamason.com (that’s not a misprint, by the way), while Hydro fluid is available through MGF parts specialists.
A common issue, however, is that the displacer spheres gradually lose their gas pressure. When this happens the ‘spring’ effect disappears, so even if the suspension is re-inflated to the correct height, the ride quality will be dreadful. The only real cure is to find replacement displacers, either from used parts or by tracking down remaining new-old-stock units available via Minispares. Other consumables such as balljoints can also be obtained from Mini suppliers.
BRAKES
For a car never designed with performance in mind, the Metro was surprisingly well equipped in the braking department. Even the standard models benefitted from four-piston front calipers, with vented discs introduced from 1984 onwards, though the rear setup remained faithful to drums. With replacement calipers available on exchange for around £100, it’s rarely worthwhile attempting to rebuild seized originals with seal kits.
The Metro also shares its discs, pads and rear shoes with the Mini, ensuring excellent parts availability. Thanks to the thriving Mini scene, there’s also an extensive choice of aftermarket upgrades should you wish to improve things further.
INTERIOR
This is where many modern classics begin to struggle, and the Metro is no exception – particularly as Austin/Rover is long gone. Curiously, sourcing parts for the earlier Metros is often easier than for the later cars, as items such as the indicator stalk and much of the minor switchgear were shared with the contemporary Mini. For post-facelift models, with their chunkier seats and revised dashboards, second-hand parts tend to be the most realistic option. That said, some switches were common to other models, including the Discovery, which donated its column switch for indicators and lights. Parts specific to the MG models – such as the red seatbelts, leather-rim steering wheel and monogrammed seats – are far rarer than Austin items, and will accordingly be harder and more expensive to replace.
Fortunately, the Metro’s simple construction works in its favour. With most of the interior finished in plastic or vinyl, components can usually be brought back to life with a good clean, provided they’re not physically damaged.
Know your Metro
The Metro range can be a bewildering but essentially there are just four different engines and lots of different trim levels and special editions. Essentially the 998cc was offered in 44bhp trim in the basic model, the City and the L with a higher-compression 46bhp version in the HLE. The 1275cc engine was fitted in 63bhp trim to the 1.3 models, with the MG-spec 73bhp version used in the Vanden Plas and the MG Metro. The turbocharged 1275cc unit rated at 94bhp was fitted to the Turbo.
Following the facelift, the 46bhp 1-litre was offered in City, City X and L trim, with the 63bhp 1.3 also offered in L, GS and Sport trim. The 73bhp 1275cc engine was offered in the GTa which wore an unpainted version of the Turbo’s bodykit, plus the MG. The Turbo retained the 94bhp 1275cc.
