![]() ![]() Shortly after announcement official consumption figures were issued which made the Metro HLE the most economical car in Europe, putting it ahead of the Renault 5 GTL, hitherto Europe's most-miserly model. In that form the car had a less sprightly performance (though adequate) but returned extremely low fuel consumption figures. Another 998 cc model, the HLE, had a small-port high-compression engine, smaller (SU) carburetter etc., and the (higher) gearing of the 1275 cc Metro. In between there were interesting variations on the four-cylinder cast iron pushrod ohv theme, one verrsion of the 998 cc engine being produced with a low compression ratio to operate on 91 octane fuel for fleet users (commercial travelllers cars) in which form the motor developed 41 bhp (30.57 kW). In the UK there were five basic models, from standard Metro with 998 cc 44 bhp (32.81 kW) engine to Metro 1.3 H LS, the top model, with 1275 cc 63 bhp (46.97 kW) motor The rear tailgate was large and lifted high for loading, but there was a deep body-lip, which although contributing greatly to body structure rigidiity, did nothing to assist with the stowing of heavy or bulky loads. The split rear seat enabled long loads to be accommodated, with either one adult on the small seat, or say, an adult and a child occupying the larger seat. ft (212.47 litres), but when the seat was folded forward in its entirety the maximum carrying capacity was no less than 45.7 cu. With rear seat upright and in one piece the luggage compartment had a useful capacity of 7.5 cu. Ingeniously, the rear parcel shelf could be stowed (with clips) behind the folded rear seat, or it could be instantly removed. In spite of its modest exterior measurements the entire range of Mini Metros had really large doors for easy entry and egress, and the rear seat (on all but the base model) folded and splis 'two-thirds and one-third' making the permutations of passengers and loads (in conjuncction with the folding rear parcels shelf and hatchback) highly variable It's true the 88.62 in (225.09 cm) wheelbase (apart from the Fiat 127, which took the honours at the time for being shortest in class) and the 12 inch wheels resulted in the front wheel arches obtruding somewhat into the front compartment and robbing long-legged drivers of a little too much space, but in general it was a masterpiece of design, like the Mini, a fine example of getting the 'quart into the pint pot'! With an overall length of only 134.05 in (340.48 cm), almost the shortest in its class at the time, the Mini Metro had adequate leg and knee room for four adults and a mass of luggage. Although not as revolutionary as Alec Issigonis's Morris/Austin' Mini was in 1959, the then new front-drive model from the nationalised British factories was nevertheless an attractive little family 'hold-all', incorporating the basic aims and design features of its preedecessor - front wheel drive, transverse engine (with transmission gears in the engine sump), and maximum interior space coupled with minimum exterior dimensions. The 6R4 continues as a major force in rallycross and hillclimbing where its sheer brute force, light weight, and aerodynamics continue to make it a very competitive car.Seven years of planning, design, replanning, redesign, and more than £275 million went into British Leylands Austin Mini Metro. Just as developments were beginning to make the car successful, Group B rally cars were banned from competition in 1987 due to safety concerns. The 6R4 won one major rally, the 1986 Circuit of Ireland Rally. The Clubman spec, a "homologation special" run of 200 cars with a single throttle body, was rated at 250 BHP. In this configuration, power was rated at 400 - 410 BHP from the factory, although this updated spec is closer to 450. The fuel injected engine, as well as the radiators, are mounted at the rear of the car where the back seats would be in a standard MG Metro. It is basically a Rover V8 engine with 2 cylinders removed, along with some elements of the Cosworth DFV. ![]() The 6R4 is designed with a normally aspirated V6 engine. Acceleration is zero to sixty in 2.5 seconds. Unlike other top rally cars at the time, it was naturally aspirated rather than turbocharged. This Group B rally car was designed and built under contract by Williams Grand Prix (Formula 1) Engineering. ![]()
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