I'm Leaving the Alpine Fraternity - everything must go!

[stephendell]

Here's a bit more interesting trivia:

Autocar magazine meanwhile strapped their timing gear to the Clubman (250bhp) and International (410bhp) versions of the 6R4 and produced some simply awesome acceleration figures (The figures for the International version are quoted):

0-30mph 1.2s
0-40mph 1.7s
0-50mph 2.4s
0-60mph 3.2s
0-70mph 4.0s
0-80mph 5.2s
0-90mph 6.5s
0-100mph 8.2s
0-110mph 10.0s

Obviously the magazine came away impressed (who wouldn't after turning in those figures), and it was John Davenport who, when asked by Autocar whether the MG Metro 6R4 would win rallies, summed up the company's optimism about the car's chances: "Yes. I see no reason why it shouldn't. I think the car is quite capable of doing it, and I think my drivers are more than up to the job".

Sadly, it was not to be: Henri Toivinen was involved in a fatal collision, when his car went over a cliff in the Corsican rally. The FISA immediately ruled that Group B rally cars were simply too fast, and therefore dangerous to drive, and as a result, banned them from competition effective from the end of that season. The international career of these Group B cars was now over – and the book on the promising 6R4 was closed prematurely.

Austin Rover Motorsport gave up on rallying at this point – and it would not be until 2001 that we would see another factory backed MG rally effort.

The car lived on in a couple of ways: road versions were eventually sold off at a bargain £13,000 a piece, many entering private hands to be used in rallycross events across Europe.

The engine design was then sold to TWR (Tom Walkenshaw Racing) and after some development work on the cambelts and plenums, the engine would make a re-appearance; initially in 3.5-litre form in the Group C Jaguar racing cars, but then in the back of the sensational 217mph Jaguar XJ220.

Tony, that's a good offer from Lee, certainly would be a good way to go.

You need to fit a pulley trigger and talk to Scoff .He knows the engine/setup/PRV quirks a bit more now as well as being ace with the Adapt .He won't pull your pants down either

... so may be a little change of heart creeping in? does that mean you're not selling any bits now?

I have to say that if I could find the cash, I would get the 6R4 engine no question. I have looked at them in detail at Ian Rowlance workshop in Manchester, and I was gutted at the difference in technology. Yes I have had CP forged 93mm racing pistons made, H-beam Ross Racing rods and all other stuff for my toy PRV, but at the end of the day it still doesn't get in the same ball park, so does rather feel like a waste of time. But my interest is in engines, than the car's themselves.

Phil, my 4 pot 2ltr Fiat Coupe 16V puts down 320whp now has LSD Colotti gearset, and paddle clutch to cope, but still totally useless being fwd .. and it's LHD...

Another interesting fact on the 6R4 - the exhaust headers are on exactly the same centres as the PRV hint hint...

Martin

Wow, what a car, If i win the lotto at the w-e i could be tempted £5 short of sixty grand though

£60k for a Metro!! Wow!!!

Used to go to see these doing Rallycross at Brands and Lydden in the early 80s, just the most amazing bits of kit ever, the noise, the acceleration. Awesome.

Could get them for about £20K only a few years ago.

http://www.youtube.com/watch?v=wG5pEOu8l3o&feature=related