Rover Maestro (1990 - 1995)
0 Diesel, [LX, DLX, MG 2.0i, MG Turbo])
BY ANDY ENRIGHT
Born in a time of extreme industrial turbulence, the Rover (nee Austin) Maestro never recovered from a bad start. Initially slated for a 1979 launch, British Leylands co-operation with Honda resulted in the 1981 launch of the Triumph Acclaim, the Maestro being held over until 1983 when Austin Rover had risen from the ashes of BL. What interest can there be for the used car buyer in a design that was already four years out of date when it was launched and which has now metamorphosed into a national totem of the near-death of the British motoring industry? Yes, you do get a lot of metal for your money but only when measured in area rather than volume. Nonetheless, it represents honest motoring for the unpretentious and post-modern irony for urban trendies.
How can you possibly refuse?
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Maestros range in price from they pay you to around £700 for the last of the 2.0-litre diesel models. Most of the petrol models have rotted away, with only the later MG models having been given any TLC. Top book value for an MG Maestro 2.
0i on a 1992 J plate is still only around £500, whilst the rare Turbo model may (whisper this) become collectable. With only 505 examples made and significantly fewer around, could this be the hot hatch sleeper we all ignored?
Where to start? Rust. Most Maestros have by now returned to the earth, and those that havent are usually making a concerted bid to disintegrate before your eyes. Wheelarches, sills, door edges, tailgate and front windscreen pillars are all notorious Maestro rust traps. Check that your prospective purchase hasnt been ruthlessly filled and resprayed, and if it has negotiate a (relatively) large discount or walk away if the structural damage is too terminal.
The paint is likely to peel away from the plastic bumpers, something having gone badly wrong in that particular procurement process. Check the rear tyres for odd wear characteristics, as heavily loaded Maestros have been known to foul the tyres with the bodywork. Interiors are flimsy and prone to water ingress. Check for mould or damp smells and make sure the headlining hasnt collapsed.
Trip computers and digital instrumentation in MG models are particular susceptible to everything, as are the electric window and mirror motors. Engines tend to be reasonably straightforward, with an A series 1.3-litre engine being simplicity itself for the home mechanic. Oil leaks are common on the 1.
6-litre S-series engine and carburettors on all models can be troublesome. Wheel bearing replacement is a regular and irksomely tricky job on most Maestros, whilst youll need to check driveshafts and gearboxes on the more powerful MG variants.
(approx based on a 1990 Maestro 1.6) A clutch assembly is around £125, while a full exhaust system should be just under £290. An alternator will be around £85 and new front brake pads about £65. A headlamp should be around £70, a radiator around £70 and a starter motor about £150.
As long as most parts are in serviceable working order the Maestro is soft and unremarkable in most respects. The turbo diesels are from an age when common rail was something in a wildfowl trust spotters guide and they are certainly not refined. Before your neighbours put the Environmental Health department on their Friends and Family, console yourself with the thought that not only does it return an average fuel consumption of around 55mpg, but its also pretty swift. Rest to 60mph in 12 seconds flat will embarrass a Ford Focus TDi.
Itll likely embarrass its owner as it belches great clouds of carcinogenic particulates from its peashooter exhaust pipe amid clattering sounds that attract Noise Abatement Orders like moths to a flame. The MG Turbo model could well be the most remarkably ill-considered hot hatch of its generation. Possessed of torque steer capable of pitching the car into the oncoming traffic and then back onto the pavement with casual insouciance, it also ate gearboxes and tyres. With a few spare gearboxes on standby, it was possible to accelerate the MG Turbo up to 60mph in a mere 6.
7 seconds. Astonishingly, all this was achieved with just 152bhp; highlighting the fact that the lightweight Maestros structural integrity was only rivalled by that of a certain Mr Dumpty. The very brave saw over 130mph in this vehicle which, for the very dedicated, was a fantastic way of humbling far more exotic machinery. Finished by Tickford, the Turbos spoiler kit, wheels and graphics even made it attractive in an ironically parochial manner.
For home DIY enthusiasts, cheap speed demons and those whove spent the last 15 years incarcerated at Her Majestys Pleasure, the Maestro represents a very attractive proposition. For the rest of us, itll probably remain a curiosity, a car that represented the metamorphosis of Rover from a national embarrassment to something deemed worthy of BMWs sympathy. If nothing else, it throws into sharp relief how far modern cars have come, and acts as a convenient conversation-killer should anyone hark back to the good old days of the eighties. Nonetheless, the Maestros time may yet come, and despite the cheap laughs perpetrated at its expense, late models are nowhere near as bad as you may expect.
Which, admittedly, is probably not saying a great deal, but is as close to an endorsement as any reasonable person could probably manage.
