Generation Cyb

Bodywork
If there is one image brought to mind by the word “Maestro”, it is rust. Although corrosion commonly manifests itself on the Maestro and was often known to do so at an early age, the main structure of the car is strong and will last an age even when neglected. However, the problem of corrosion (either on the bodywork or structural areas) should not be ignored. Once this takes hold it can be very difficult to get rid of, often to the extent where the car becomes uneconomical to repair. It is important to be aware of the main “rot spots” on a Maestro, all of which are shown below. Click on the images to bring up a larger and clearer picture.

Engines/Drivetrains
The 1.3 litre Maestros (using the well proven ‘A’ series engines) tend to be highly reliable, and providing the units are maintained appropriately it is rare for any major problems to develop in ths area. The ‘A’ Series is also a simple enough engine for servicing at home without the need for specialist tools or a high degree of skill. Even a cylinder head overhaul is no impossible task for the DIY mechanic! Check for oil leaks from the timing cover.

The 1.6 litre engines were initially developed for the Maestro’s launch in 1983, and the original units were the ‘R’ series. These were replaced in May 1984 with the ‘S’ series engines, the only differences between the two being that the ‘S’ was belt driven (cambelt should be changed every 48,000 miles) and had a lighter and thinner walled cylinder block, better balanced crankshaft, improved distributor drive, new oil pump and water pump. The ‘S’ Series engines are preferable to the ‘R’ series varients, and they are also far more common. Like 1.6 litre engines the 2.0 litre ‘O’ series units tend to be reliable and long lasting. Both can suffer lubricant leaks, but unless they are significant they do no real damage. Note that setting up valve clearances on bigger OHC units is difficult requiring special tools.

The Maestro made much use of advanced electronics in its design, but with more gadgetry there was more to go wrong. Particularly the carburettor’s stepper motor circuitry/automatic choke control were always prone to problems. Try to be present while the car is started from cold and take note of anything unusual, particularly uneven running, difficulty in starting and on the subject of electrical problems, the temperature guage can give strange readings.

All engines can suffer from oil leakage (the ‘O’ series is notorious for it) from the lower part of the engine/transmission and the bottom of the bell housing. Oil leaks are not a significant problem on O-series engines, but more of an irritation. They often weep from the right front corner of the head gasket. If the oil seal at the rear of the crankshaft has gone then the gearbox, flywheel and clutch all need to be removed to replace it! Front wheel bearing replacement is another notoriously difficult job on a Maestro, so listen for rumbling sounds from that area on cornering during a test drive.