Rover Metro / 100 (1980 - 1998)
4Mpi 16v, 1.4 diesel [Quest, C, L, S, Li, Si, GTa, 16v GTa, SL, 16v GTi, 16v Mpi GTi, GS, GSi, CD, LD, SD]) Third generation Rover 100 1994-19983 and 5dr hatchback 1.1, 1.4, 1.5 diesel [i, Si, Knightsbridge, Knightsbridge SE, SLi, GSi, Kensington, Kensington SE, Ascot, Ascot SE, GTa, SD, SLD]
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The Metro was the car that was supposed to save Rover. Ultimately, you would have to say that it failed - though heroically. Early Austin Metro first generation models are best forgotten unless you're on a particularly restricted budget, but the reborn version, launched in 1990 with a Rover badge on the bonnet, was a very competitive little car. It lived on from 1994 until 1998 as the Rover 100 but you'll still find plenty in used car lots across the country badged Metro. Since there are so many around, you can afford to take your time and be choosy. And end up with a bargain that's remarkably good fun to drive.
In the case of the Austin Metro, cheap transport to get you from A to B - but not much else. In the case of the Rover Metro or 100, it's very different. This is a little car that's fun to drive and surprisingly well put together. In its heyday, Rover Metro adverts had customers in blindfolds sitting behind the wheel believing they were in BMWs.
The first generation Austin Metro models are getting pretty old now, so steer well clear of an early Eighties car; build quality was poor. A late Eighties example might make a good, cheap first runabout, however, if you don't mind the old technology. When all's said and done, the best advice is to save a bit harder and get a post-1990 second generation Rover Metro a vastly better car and now not a particularly expensive one. Prices start at around £100 for the first 1990 1.1-litre C three-door variants. The 1.
4-litre models start at around £150 for the first of the 1990 sporty GTa variants in three-door form. Finally, an under-rated Peugeot-engined 1.4-litre diesel version was introduced from the end of 1992 and prices start at around £250, running up to around £800 for the last of the M-registered cars. As ever with Metros, there were endless special editions; they're rarely worth any more than £50 over the normal value. The Rover 100s start at £1800 for a 95 M-Plate with the 1.1-litre engine. If you fancy the Knightsbridge or Ascot editions, theyre available for £50 and £300 more on N and P plates respectively.
1.4-litre petrol models start from £900 on M-plates and the 1.5-litre diesel of the same age still commands a similar price tag.
Watch out for ex-driving school cars which will have had their clutches ruined. Look out too for the inevitable fall-out from a life spent driving around town; bumps, scrapes and knocks which may have been disguised with hastily-applied filler and paint. Be suspicious of diesels with low mileages and expect to find serious front tyre wear on hot hatch GTi models. Look for oil leaks, tappety engines and faulty alternators.
Watch for rust around the A-pillar on later models and loose interior fittings. Best to ignore MG models entirely.
(approx based on a 1994 Rover Metro 1.4 - ex Vat) A full clutch assembly would cost around £100, a full exhaust system (excluding the catalyst) is around the £300 mark and a radiator around £110. Brake pads are around £40 for the front and £15 for the rear, a replacement headlamp is close to £75, a starter motor is about £120 and an alternator around £65.
If you're buying a second generation Rover Metro or 100, once inside, it's difficult not to like the little car, particularly with the five-speed gearbox that comes as standard on most of the later models. Even early Austin Metros always did have kart-like handling fun if you wanted to press on, but irritating on potholed shopping trips. The Rover versions, from 1990, had revised suspension, which worked much better. The three-spoke Rover wheel in the later car is grippy and good to hold, with a top section that breaks in the event of a crash to avoid facial injury.
The standard of fit and finish is also generally impressive, with the driving position designed to make long journeys less of a chore. Criticisms centre on the lack of rear seat legroom which does restrict full sized adults over longer journeys. That isnt always what supermini buyers want however. Fuel economy certainly is high on the priority list however, and the Metro/100 doesnt disappoint.
So, strong value, low running costs and pretty stylish looks. Overall then, unless you're thinking of investing in a Korean, Malaysian or Eastern Bloc product, a used Metro/100 makes supermini sense; and it's British from badge to bootlid.
