Buy the best Maestro

Hard to beat as an affordable classic, with plenty of peachy ones out there

When the ‘Miracle Maestro’ entered production in March 1983 the ghosts of the Allegro still haunted Britain’s biggest car maker. The Maestro soon acquired a reputation for approximate build quality and frustrating unreliability – but now, three decades on, it’s viewed in a different light. Austin Rover continued to develop the Maestro after it had gone on sale and as time progressed the build quality improved. Now, the Maestro is a bone fide classic. Here’s everything you need to know to buy a corker.

Which one?

The Maestro Turbo is the fastest, most collectible of the breed, but it’s also one of the rarest with just 505 made (215 in red, 149 green, 92 white and 49 black). However, assuming you want a car for everyday/regular use rather than white-knuckle rides, a more mainstream model will be easier to find and you’ll get much more for your money. In terms of sourcing your Maestro, the owners’ club is your best bet as the nicest cars tend to change hands between members and the prices are usually realistic. While some superb cars occasionally change hands through dealers, immersing yourself in the club is more likely to yield a great car at a low price.

Bodywork

You’ll be doing well to find a rust-free Maestro, although cars with metallic paint corrode less, while later examples also seem to be better protected than earlier editions; the low point is around 1986-88. The valances, rear wheelarches and sills tend to be the first areas to go. Check the seams where the A-, B- and C-posts intersect. Also check

the intersection of the sill, rear wheelarches and inner sill below the rear doors, along with the crossmember behind the radiator.

It’s worth checking the bulkhead and floorpans. More likely is corrosion of the outer panels including the door bottoms and corners, leading edge of the bonnet and the lower edge of the tailgate, as well as around the rear screen. The front screen aperture may also be bubbling with rust and repairing this properly means removing the glass; the seams where the pillars join the roof also corrode readily.

Oily bits

Five different engine families were fitted to the Maestro. The 1.3-litre models featured a 1275cc A-series unit with a single SU carburettor. Early 1.6-litre cars got an R-series engine (a reworked E-series carried over from the Allegro and Maxi); this gave way to the S-series in May 1984. However, the S-series was only a revamped R-series, with