🐒 THIS DEATH TRAP 520HP 750KG K20 TURBO SWAPPED METRO IS INSANE!

The sleeper of sleepers! This mental K20 Turbo swap Metro will literally blow your mind! 520hp / tonne in a 750kg lightweight chassis, this British classic car is an absolute monster and will scare even the most experienced drivers! Even in stock form the Ep3 K20 is fast, with a turbo conversion and a mega light weight body you can’t describe the feeling this car gives you! Hope you guys enjoy the video!

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🐒 THIS DEATH TRAP 520HP 750KG K20 TURBO SWAPPED METRO IS INSANE!

Rover Metro Info:

The Metro is a supermini car, later a city car that was produced by British Leyland (BL) and, later, the Rover Group from 1980 to 1998. It was launched in 1980 as the Austin Mini Metro. It was intended to complement and eventually replace the Mini, and was developed under the codename LC8. The Metro was named by What Car? as Car of The Year in 1983 as an MG, and again as a Rover in 1991.

During its 18-year lifespan, the Metro wore many names: Austin Metro, MG Metro and Rover Metro. It was rebadged as the Rover 100 series in December 1994.[2] There were also van versions known as the Morris Metro and later, Metrovan.[3]

At the time of its launch, the Metro was sold under the Austin brand. From 1982, MG versions became available. During 1987, the car lost the Austin name, and was sold simply as the Metro. From 1990 until its withdrawal in 1998, the Metro was sold only as a Rover.

Although the R3 generation Rover 200 (introduced in 1995 and smaller than previous 200 models) had originally been designed as a replacement for the Metro, it was not marketed as such after its launch.[4] The Rover 100 finally ceased production in 1998, being outlived (by three years) by the original Mini that it was meant to replace. 2,078,218 Metros of all types were built.[5]

Rover Metro GS Mk2
Plans for a replacement for the Mini had been afoot within BL since the early 1970s, but none of the concepts conceived got beyond the initial design stages, largely due to a shortage of funds at British Leyland, and its eventual bankruptcy and government bail-out in 1975. The modern supermini market had evolved during the 1970s, with earlier mini-cars like the Mini and Hillman Imp being followed by mostly larger cars with the “hatchback” bodystyle – beginning with the Fiat 127 in 1971 and Renault 5 in 1972, with the next five years seeing the arrival of similar cars including the Ford Fiesta and Volkswagen Polo, as well as the Vauxhall Chevette from General Motors (also built in West Germany as the Opel Kadett) which was also available as a saloon and estate as well as a hatchback. These cars gained a decent sized market share in Britain and most other European markets.

Group B info:

Group B was introduced by the FIA in 1982 as a replacement for both Group 4 (modified grand touring) and Group 5 (touring prototypes) cars.

Group A referred to production-derived vehicles limited in terms of power, weight, allowed technology and overall cost. The base model had to be mass-produced (5000 units/year) and had to have
By contrast, Group B had a few restrictions on technology, design and the number of cars required for homologation to compete—200, less than other series. Weight was kept as low as possible, high-tech materials were permitted, and there were no restrictions on boost, resulting in the power output of the winning cars increasing from 250 hp in 1981,[2] the year before Group B rules were introduced, to there being at least two cars producing in excess of 500 by 1986, the final year of Group B.[3] In just five years, the power output of rally cars had more than doubled.

The category was aimed at car manufacturers by promising outright competition victories and the subsequent publicity opportunities without the need for an existing production model. There was also a Group C, which had a similarly lax approach to chassis and engine development, but with strict rules on overall weight and maximum fuel load.

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