The use of Volkswagen components wasn’t
unique and some Maestro prototypes were
even tested with actual Golf suspension
components. Suspension was by way of a
MacPherson strut system rather that the
Hydragas system (which would re-emerge
in 1995 in the all-new MGF).
The R-series engine was a long-stroke
power plant and had a chain-driven
overhead camshaft, which was to develop
a good deal of torque. Disappointing to
some was the performance of the twin
carburetors fitted to the MG version that
proved quite difficult to keep in tune and
the Maestro tended to run rather unevenly
at low speed. This was to give the Maestro
a rather bad reputation as the engine was
inclined to cut out and it could be difficult
to start when hot. In all, perhaps in this
configuration, the Maestro’s R-series engine
was not the best choice to power what was
meant to be a mid-sized family sedan.
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1962 - 1980
1955 - 1962
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Page 26
M.G. Car Club Victoria
bhp (86 kW) version of the 2-litre O-Series
engine, uprated suspension and ventilated
front disc brakes. It offered colour-keyed
exterior trim, tinted glass, central locking
and a leather-trimmed steering wheel. At
the same time, the existing Maestro line-up
was joined by 1.3 HL and 1.6 HL versions,
fitting between the L and HLE models. A 2.0
fuel-injected MG version was also added to
the range around the same time, to replace
the 1600.
In all, the Maestro sold over 600,000
units and despite their sometime difficult
reputation after the car went on sale in early
March 1983, it quickly became Britain’s sixth
best selling car. For its first full production
year – 1984 – it became the top selling car
chalking up 83,000 sales. As time went by
however, it tended to slip down the sales
rankings. Unfortunately it was prone to
rust (as were most British cars of the era)
and the ease of theft of the Maestro was
The interior though, showed the design also a matter of some concern.
flair (‘eighties style) that had marked out MG Maestro Turbo:
the cabin of the smaller Metro and all in all,
The MG Maestro Turbo, a turbocharged
the Maestro would prove popular in Britain
version of the 2.0 fuel-injected engine from
and would hold its place in the trio of BL/
the MG Maestro EFi, was unveiled at the
Austin MGs. It offered the driver solid-state
Birmingham Motor Show in October 1988
instrumentation with digital speedometer
and went on sale on 17 March 1989. It would
and vacuum fluorescent analogue displays
last in production until 1991. It has been
for the tachometer, fuel and temperature
said that due to the awkward positioning
gauges, a trip computer and a voice
of the Maestro Turbo (still a development
synthesis warning and information system.
model) at the back of the display stand at
With a more sporting look to the interior,
this show, it very nearly escaped the gaze
the external features of low profile tyres
of the motoring press.
on alloy wheels and the addition of the
The only MG Maestro Turbo in Australia owned by
obligatory rear spoiler, gave the Maestro an
MGCC Vic’s Wheel Spin magazine Editor.
understated sporting saloon edge.
It can be a little difficult to untangle the
developments within the Austin/MG/Rover
concept of badging and variations and
there were quite a few refinements, which
took place as the Maestro established itself
on British roads. In October 1984, more
equipment upgrades were made right
across the range. The MG Maestro version
arrived with an electronic fuel-injected 115
JUNE 2014
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