front disc brakes. The suspension was the
Hydragas system, which was to continue all
the way to the later MGF of 1995. Onboard
too were alloy wheels with lower profile
tyres, distinguishing it further from its more
mundane Austin counterpart.
The MG METRO of 1984 – quite sporty in an
‘eighties way and maybe, just a little plain.
Metro was also produced and later became
the Metrovan.
Then in 1981, British Leyland announced
that the Metro would appear with the MG
badge and not for the last time, the cries
of dismay from the MG purists were clearly
and unmistakably heard. Appear it did
… and with great initial and long-lasting
success. It would eventually spawn two
more versions – the uprated Turbo and the
race-bred, but short-lived 6R4.
The inside saw sportier seats and was
complimented by red carpets, matching
door trims, a sports steering wheel and
red seat belts. A spoiler completed the
look, making it a far more refined sports
hatch and distinct in many ways from its
Austin counterpart. The purists were a
little happier once they drove one! Not
exceptionally quick by the standards of the
day, it could compete in the market and on
the road quite well as most expected an
MG to do. The MG version of the Metro was
an instant sales success giving BL a degree
of satisfaction and certainly the degree of
relief that comes with gaining a substantial
niche in the target market.
As 1985 came around, Metro sales were
weakening a little so an update version –
just a mild facelift really – came onto the
market as the MG Metro Mark II. The design
was simplified somewhat with a redesigned
bumper, bonnet and grille. Add as well was
a substantially revised interior and an allnew dashboard in front of the driver. A
new Hydragas front unit was fitted to all
standard models. Finally, in 1990, both the
Austin Metro and the MG version came to
a conclusion to be replaced with the highly
redesigned Rover Metro which had as its
power plant the newly developed Rover ‘K’
The treatment it was given by MG series engine.
It has previously been noted that the
engineers could potentially allay any
MG traditionalists’ concern that this was Metro did not make it to Australia; however,
simply just another badge-engineering it was sold in New Zealand from 1987 to
exercise. The engine was given a boost 1990 in both standard and turbo versions.
in power taking it from the Austin Metro’s Numbers exported from the U.K. there are
60bhp to 72bhp (54kW) at 6000rpm. not known at this stage, but it would seem
Valves were larger, there was a different that limited numbers were imported. Only
camshaft profile, larger HIF 44 carburetor 1987 and 1988 model year Metros were
and significantly, it received ventilated registered there.
On its British release in 1982, the MG
Metro was viewed with interest and soon
gained a strong reputation as a decent little
hatch, due mainly to the use of the 1275cc
transverse mounted ‘A’ series engine (now
called the ‘A+’), which had reached its
perfection through nearly twenty years of
development, testing and road use in the
Mini Cooper and MG Midget. To compliment
this, the Metro had the necessary handling
characteristics of a great small car. In fact,
many who had driven or owned a Cooper,
found the Metro in MG form, a car of similar
quality and drivability.
Page 22
M.G. Car Club Victoria
JUNE 2014
Page 23