1991 CHEVROLET METRO

Typical onset: 120,000-180,000 mi

Symptoms: white smoke from exhaust, coolant loss with no visible leaks, overheating under load, oil milkshake on dipstick or cap, rough idle when cold

Fix: Head gasket job on the 3-cylinder requires 6-8 hours labor. Cylinder head must be checked for warpage and resurfaced (add 2 hours machine shop time). Always replace timing belt, water pump, and all coolant hoses during this job since you're there. The 1.3L 4-cylinder sees this less often but isn't immune.

Estimated cost: $800-1,400

Typical onset: 150,000-200,000 mi

Symptoms: slipping between gears especially 2nd to 3rd, delayed engagement when cold, transmission fluid dark and burnt smelling, no reverse or erratic reverse engagement

Fix: The 3-speed auto is a weak point—it's marginal for even this tiny car. Rebuilds run 12-16 hours labor, but used/reman units are often more cost-effective. Transmission oil cooler lines rust through on these, causing fluid loss and overheating; inspect and replace preventively during any trans work (2 hours).

Estimated cost: $1,200-2,200

Typical onset: 60,000 mi intervals or 10+ years

Symptoms: engine suddenly dies while driving, no-start with cranks freely, bent valves if interference design (1.0L is interference), previous owner has no maintenance records

Fix: This is an interference engine on the 1.0L—belt failure means valve-to-piston contact and bent valves requiring head removal. Prevention is 3-4 hours for timing belt, water pump, and tensioner replacement. If it breaks, you're looking at head R&R, valve job, and possibly piston damage: 10-14 hours total.

Estimated cost: $300-500 preventive, $1,500-2,500 after failure

Typical onset: 100,000-150,000 mi

Symptoms: rubber ring separating from hub, severe vibration at idle, squealing or chirping from front of engine, timing marks no longer align, belt wobble visible with engine running

Fix: The rubber bonding fails with age and heat cycles. Replacement takes 2-3 hours including serpentine belt removal. If it fails completely while driving, the wobbling pulley can shred the serpentine belt and overheat the engine or kill the alternator. Inspect at every timing belt service.

Estimated cost: $250-450

Typical onset: 80,000-140,000 mi

Symptoms: clutch engagement point very high or at floor, difficulty shifting into first or reverse, cable fraying visible at firewall, pedal feels spongy or has excessive free play

Fix: Cable-actuated clutch stretches and frays over time. Replacement is straightforward at 1.5-2 hours, but many owners ignore it until the cable snaps, leaving them stranded. While you're in there, inspect the clutch itself—if original at 120k+, plan for clutch kit replacement at 5-6 hours labor.

Estimated cost: $150-250 cable only, $450-700 with clutch kit

Symptoms: hard starting after sitting, fuel smell inside cabin or under hood, fuel gauge erratic or stuck, rough idle and hesitation, visible fuel staining under rear seat area

Fix: 30+ year old rubber fuel lines, in-tank sock filter, and fuel pump are all original on most survivors. Fuel filter is inline and should be changed every 30k (0.5 hour), but rarely is. In-tank pump replacement requires tank drop (3-4 hours). Rubber lines from tank to engine bay crack and weep—replace all soft lines as preventive maintenance (2-3 hours).

Estimated cost: $300-600 depending on scope

Symptoms: visible rust bubbling under rocker panels, holes in rear cargo floor under carpet, rear wheel well lips crumbling, structural rust at rear suspension mounting points

Fix: Not a mechanical failure but affects every Metro that saw salt. The thin Japanese steel rusts through quickly. Rockers and rear floor pans are common MOT/inspection failures in rust states. Repair requires welding in patch panels or replacing entire sections (8-12 hours body shop labor). Inspect thoroughly before purchase—many are structural total losses despite running engines.

Estimated cost: $800-2,000 bodywork