Model Page
MG Metro Turbo
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Production Run: |
21,968 |
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Production Date: |
1983 - 1990 |
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Engine: |
BMC A+ Series 1,275cc Turbo |
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Built: |
Longbridge (UK) |
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0-60: |
9.4 Secs |
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Max Speed: |
110 Mph |
Introduced six months after the MG Metro hit the showroom, the MG Metro Turbo was a front wheel drive high performance derivative of the Austin Metro. With a 1.3 litre four cylinder turbo charged engine the car took on the might of Ford’s XR2 and the Renault 5 Gordini.
MG Metro Turbo
Based on the three door standard Metro the vehicle utilised a steel monocoque arrangement with a front wheel drive, front engine arrangement. The body was fitted with a smart body kit that made the overall styling more aggressive and purposeful, items included a large front spoiler, four wheel arch extensions and an rear boot spoiler (this also had the benefit of increasing fuel economy). The visual styling was completed with 1” larger wheels, these being 13” flat front design alloy wheels with 165/60 low profile tyres. These were changed for 13” Alloy wheels with a cross spoke design these fitted with wider 185/55 tyres that increased mechanical grip as well as having a positive impact on styling.
The model was fitted with a revised interior fitted with a roof mounted turbo gauge, a red carpet set and seats belts, sports seats improved comfort and the seating position and matching door trims with red piping were installed. These were replaced for velour seats that had the Turbo logo embroidered onto them in 1987.
The model received the tried and tested A+ Series four cylinder overhead valve engine. The 1,275cc displacement engine had a bore of 70.60mm and stroke of 81.30mm, the unit had a cast iron block and 8 valve head and used a compression ratio of 9.4:1. Rather than install a complex electronic fuel injection induction system that Austin’s rival were fitting to their models fuel was delivered to the engine through a single HIF44 SU Carburettor. The carburettor was modified to produce a constant 4psi rate of fuel delivery to supply sufficient fuel for the engines needs.
MG Metro Turbo Engine Bay
The engine was installed with a Garrett AiResearch T3 turbocharger that linked to a special cast iron exhaust manifold. To cope with the extra rigours of forced induction the engine underwent some modification, installation of a revised design pistons that had a thickened crowned dish, this was a necessary modification to prevent holed pistons under the increased pressures being run. The Camshaft profile was up-rated and the exhaust valves were replaced with sodium items that had a larger stem diameter, this increased the surface area between valve stem and the guide to provide increased heat dispersion away from the head. In order to supply sufficient oil supply to the engine and turbocharger a high performance oil pump replaced the standard item.
Initially engines were installed with a toughened crankshaft but this was later dropped and engines fitted with the standard crankshaft. The cast iron block and cylinder head (with the exception of the exhaust valves) was identical with the standard A+ Series engines. In this specification the car developed 93 bhp @ 6,130 rpm and 87 lb/ft @ 2,650rpm.
MG Metro Turbo Dashboard
A constant theme with Austin / Rover products was the lack of development due to limited financial resources. The four speed manual gearbox that was installed in the MG Metro Turbo was developed from the original Mini that had only 30 bhp, management only sanctioned revised ratios and would not green light strengthening of the unit. Testing found that the gearbox could simply not handle the increased torque output and failure rates were high. To compensate for this engineers developed a two stage Turbo boost control that was electronically controlled in an attempt to phase in power. Turbocharger pressure was set to 4 psi on the Wastegate, when the engine reached 4,000 rpm a control module started a controlled air leak that gave a lower pressure at the waste-gate thus the waste-gate would not open. The control unit plugged the air leak once boost pressure hit 7psi and maintained this value until the engine speed reduced to 4,000 rpm. This approach helped ease the gearbox weakness issues but did not altogether resolve the problem, gearbox failures in these vehicles became a common occurrence.
The car received an upgraded braking system, ventilated discs were installed at the front that were acted upon by servo assisted AP four piston callipers with 7” drums installed at the rear. The Turbo retained the same Hydragas sprung suspension, the front suspension was made up of upper and lower arms with an anti roll bar that acted as a trailing link. The Hydragas unit worked together with a telescopic shock absorber and acted independently, at the rear the suspension consisted of independent trailing arms with an anti roll bar and a Hydragas unit. The rack and pinion steering arrangement was carried over from the base model Metro.
MG Metro Turbo Colour Coded Bumpers
Over the production lifecycle the car was mildly upgraded, in 1987 the car received body coloured bumpers and spoiler and revised graphics, in 1989 this was revised further with the addition of large split Octagons and MG logo fitted along the side of the car. Launched in 1983 at a price of £4,799 the car proved a popular addition to the Metro line up and 21,968 vehicles were manufactured up until 1990 when the car was replaced by the Rover Metro GTi.
The Facts
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Engine: |
Turbocharged BMC A+ Series Four Cylinder |
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Capacity: |
1,275cc |
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Valves: |
8 |
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Compression Ratio: |
9.4:1 |
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Fuel System: |
HIF44 SU Carburettor |
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Maximum Power: |
93 bhp @ 6,130 rpm. |
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Maximum Torque: |
87 lb/ft @ 2,650 rpm. |
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Transmission: |
Manual 4 speed. |
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Top Gear: |
- |
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Brakes: |
Servo Assisted Ventilated Front Discs / Rear Drums |
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Kerb Weight: |
840 Kg |
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Max Speed: |
110 Mph |
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0-60: |
9.4 Secs |
