1995 Rover Metro

Rover Metro (Hatchback), 1990-1995

The Rover Metro was in production from 1990 until 1995. Styled in house by Harris Mann and heavily revised over the years, it is a front- engine, front wheel drive small family car seating four people.

It replaced the Austin Metro MK2. While it looked almost identical, the car was almost all new under the skin. The Austin's A-series engine and gearbox in sump were replaced by the new K-series engine, and an end-on Peugeot derived gearbox. The suspension system was Hydragas similar to the Austin which came before, but connected front to rear in the style its inventor Dr Alex Moulton had always intended. This development was the result of a car Moulton himself modified and subsequently loaned to Spen King. One welcome change given the new gearbox was the addition, in all barring the entry level models, of a fifth gear.

Project R6 was less adventurous than the original prototype which features a new body, but cost constraints led to this thorough re-engineering instead. The interior was similar to the outgoing model, though with new seats in the manner of the 200 model, a more rounded instrument binnacle, new door cappings and steering wheel. The Rover era Metro was better built and felt more upmarket than the older Austin, and it was certainly more powerful. Even the four speed 1.1 was sprightly enough, while a five speed 1.4 was a quick little car. The GTi was faster still. Slower, however, were the diesels powered by the Peugeot TUD - economical they may be, but not as quick as their status as largest engine Metro would have you think.

Some export markets saw corporate branding - the Rover 111 and 114 models, which were names reserved for the thorough facelift in 1995. We shan't cover those models here.

The Rover Metro was replaced by the Rover 100 series - a heavy facelift of the existing model. Initiallythe plan had been to replace it with the R3 era 200, but Rover's premium pricing strategy meant that this car was pitched against the larger Escort and left a gap at the bottom of the range. The 100 series filled this gap, but by then the Metro had really had its day. Rover sold 595224 Rover badged Metros and 100s in total.

The Rover Metro drives like everyone claims the Mini does, when recalling rose tinted memories. By that, we mean that it corners eagerly, it goes surprisingly well, but unlike the Mini and Austin Metro there's no sense of bounciness. The Rover Metro rides like a far larger car, while cornering like a go-kart. Spares can sometimes be difficult, but the drivetrain is shared with low end Rover 200s and 25s and there's a thriving Metro scene for panels and trim. Rimmer Bros and some XPart dealers still have some Metro items, but the stock is by no means as thorough as for the Mini or Minor.

Rover Metros rust far less than the earlier Austins can. But the floorpans, outer sills and wheelarches are still known troublespots. There are few electrical issues, and as these engines are in their original sizes and under relatively little stress there are none of the K series head gasket issues the naysayers like to suggest. It is however important to warm up a K series thoroughly and to ensure you give it the occasional hard drive if you want to keep it in top form.

The least desirable Metro models are the lower spec variants, with the exception of the 1.1C which has curiosity value. This would include the diesels from a collctibility perspective, though they make considerably economical everyday propositions. Most desirable are the GS and GSi luxury models, plus sporting GTa and GTi models. Most desirable of the lot is the rare GTi 16v.

Competitors would include the Peugeot 205 or Ford Fiesta. The Vauxhall Nova and Corsa would also have been considered period alternatives. An Austin Metro would offer a similar experience today, while the R3 Rover 200 intended as a Metro replacement would be a worthy choice.