Combined with crisp body control, swift turn-in – not compromised by the Maestro’s comfortable, long-travel ride – and eager front-end grip, this car is vastly better than any go-faster, first-generation, front-wheel-drive Volkswagen that I’ve driven. Really, it is.
Before such impressions grow stale, I transfer into the Maestro’s big sibling: Jeff Patterson’s Zircon Blue 1984 MG Montego EFi.
The two share suspension and floorpan, but the 101in-wheelbase Montego is heavier than the shorter (98.7in) Maestro.
In MG form, it packs a completely different engine, the 1994cc O-series (also subsequently fitted to the 1984 Maestro EFi).
This MG Montego has the rare ‘talking dashboard’
The driving position is again spot-on, the seats less hip-hugging and more comfortable, while the talking digital dash is a later development from ARG’s new design boss, Roy Axe, who was Bache’s successor.
“People always ask if it has the talking dash, or they’ll come over and give the thumbs-up,” says Jeff.
“It’s the only talking dash on the road – we know of just four in existence. I think they made them for nine months because it’s a gimmick. It’s not a good one. When the sun is out, you can’t see the digital readout.”
Stylistically, the Montego changed from being a rather unfortunate-looking booted Maestro to a car that would replace the Ital and Ambassador to compete in the Sierra/Cavalier class.
The MG Montego’s understated wheels
Just as the Metro had experienced an 11th-hour restyle by Bache, Harris Mann, Roger Tucker and Gordon Sked, the Montego was transformed by Axe.
Born a bluff-nosed, droopy-bottomed mongrel blend of Beech’s Maestro and a Tucker notchback, despite time limitations it would become a sleek saloon with a more cohesive aero-look.
Fittingly enough, the 1994cc O-series – an alloy-headed evolution of the overhead-cam B-series, introduced in 1978 – was developed by Abingdon to run on Lucas electronic fuel injection in both naturally aspirated and turbocharged forms.
Originally envisaged as a new engine for the MGB, the honour of utilising this last chunk of MG engineering post-closure would fall to the Montego EFi.
In terms of transmission, instead of the Maestro’s VW 020 unit, ARG’s new development partner Honda supplied its PG-1 five-speed gearbox.
The MG Metro (middle), Maestro (right) and Montego convene at the Cowley factory where two of them were produced
Driven swiftly, the Montego feels more laid-back, more polished, less raucous and less chuckable than the Maestro.
Indeed, I’m tempted to reach for the radio and hope for something catchy and electronic by The Human League or Tubeway Army – my local station was always behind the times.
Wielding 134lb ft of torque at 2800rpm with 115bhp at 5500rpm, this fuel-injected engine’s output is so linear that an obvious powerband eludes detection.
Even though it has manual steering (PAS was an option), the only major differences between it and the Maestro are the shorter, better defined, marginally heavier Honda gearchange and a lower 3.875:1 final drive than the Maestro’s 3.65:1.
As with any of these MGs, sophisticates may pick on the interior trim quality, but to do so is to be blind to their Jean-Michel Jarre charisma.
With the photos all done, our finish coincides with a shift change at Cowley. As the men and women head home, many stare and remark at our line-up of overlooked sports saloons.
Some quip and wisecrack, while a few have memories from decades ago – and many smile.
Speaking as one who has been guilty of the former, after experiencing the cars and their owners’ enthusiasm, I cannot help but change my viewpoint to the latter.
Images: Tony Baker
Thanks to: the owners; Paul Bott; Tanya Field, MG Car Club FWD Register; Adam Sloman, MG Car Club; Dinara Omarova, MINI Plant Oxford
This was first in our May 2015 magazine; all information was correct at the date of original publication
MG Metro and Maestro: wind of change
The Mercedes-Benz wind tunnel was favoured when found to produce the lowest drag readings
“The photo [above] is of me at the Mercedes wind tunnel in about 1983, doing the aerodynamic sign-off for the MG Maestro 1600,” says Paul Bott, who joined BL in 1974 and worked on both the MG Metro and the Maestro as a prototype body and trim technician.
“In the early days there was no mention of a sporty Metro – the only one they did was the Austin Mini Metro 1.3S,” he continues.
“Abingdon closed in 1980, which was the year of the Metro launch, and I believe that’s what caused ARG to look into new MGs.
“I did a lot of the wind-tunnel testing for the Metro and the Turbo. We used to work day and night shifts at MIRA doing different trim heights to see if it would affect the aerodynamics, and reporting back to the styling studio about the proposed spoiler kits. On the MG Metro Turbo, the front spoiler actually increased aerodynamic drag.
“We went back to them, but they had already signed it off as a styling feature because they were more interested in the aesthetics of the kit.”
Turning to the Maestro: “The original rig-testing for its rear suspension was based on a Polo, and we used VW top-mounting bushes on it – it was pretty similar to the Golf set-up.
“VW gave or sold us 26 Jettas that we converted to run using our engines with their gearboxes. We altered the chassis, put a power bulge in the bonnet and used them for mileage cars. I often wonder where they went…
“The Maestro was a good car. We tested them at MIRA – we had a Golf GTI and an Audi 80 as comparison vehicles. The Maestro was equal to them on ride and handling.”
Why were the drag figures obtained in Germany? “They chose Mercedes to release the Maestro’s drag coefficient because its wind tunnel produced the lowest readings in Europe.
“We’d done the aero work at MIRA. Ford did all the development or signed off the Sierra at Mercedes; when all the manufacturers found out it gave a lower reading than anywhere else, many went there to sign off models!
“This was the early ’80s, when drag coefficient was god. People slag off the Metro and Maestro, but they weren’t bad at all.”
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Simon Charlesworth
Simon Charlesworth is a contributor to Classic & Sports Car