Concepts and prototypes : Maestro development

LC10 was a conventional family hatchback in every sense of the word, and followed industry standard thinking in terms of mechanical layout.

However, because of internal politics, lack of resources and the fact that the Metro had to come first, the Maestro seven years to get into production.


LC10 in development

The clay modellers busy at work on the Maestro design at the "Elephant House" in Longbridge. (Photo supplied by Alexander Boucke)
The clay modellers busy at work on the Maestro design at the ‘Elephant House’ in Longbridge. (Photo supplied by Alexander Boucke)
The finished clay model - interesting details to be noted here, such as bumper overriders and the use of the "Maxi" name on the radiator grille. (Photo supplied by Richard Bremner)
The finished clay model – interesting details to be noted here, such as bumper overriders and the use of the ‘Maxi’ name on the radiator grille. (Photo supplied by Richard Bremner)

1981/82, and pre-production models are busy undergoing road and track testing. The front end treatment of these pre-production models was evaluated for the entry level Maestro, but was sensibly dropped at the last minute. The rather mean headlamps would, however, re-appear on the Maestro van in 1986. Note how different (some would say better) the Maestro looks without the side scallops, as depicted on the silver pre-production model (above). (Photo supplied by Alexander Boucke)
1981/82, and pre-production models are busy undergoing road and track testing. The front end treatment of these pre-production models was evaluated for the entry level Maestro, but was sensibly dropped at the last minute. The rather mean headlamps would, however, re-appear on the Maestro van in 1986. Note how different (some would say better) the Maestro looks without the side scallops, as depicted on the silver pre-production model (above). (Photo supplied by Alexander Boucke)
Volkswagen Jetta LM10 engine mule
Germany 1982 and late testing is underway. On the left there appears to be a pre-production LM10. The Volkswagen Jetta is being used for powertrain testing, so most likely has an R-Series engine and Volkswagen transmission fitted (photo supplied by Charlie Draper).

Crash testing at MIRA in 1977 - the Maestro performed well in the mandatory 30mph impact test.
Crash testing at MIRA in 1977 – the Maestro performed well in the mandatory 30mph impact test.

Maestro undergoing windtunnel testing - also at MIRA. Final co-efficient of drag was 0.36 - not brilliant, but ahead of the Ford Escort, and much of this performance was down to clever detailing such as a flush windscreen and integrated bumpers.Maestro undergoing windtunnel testing - also at MIRA. Final co-efficient of drag was 0.36 - not brilliant, but ahead of the Ford Escort, and much of this performance was down to clever detailing such as a flush windscreen and integrated bumpers.
Maestro undergoing wind tunnel testing – also at MIRA. Final co-efficient of drag was 0.36 – not brilliant, but ahead of the Ford Escort, and much of this performance was down to clever detailing such as a flush windscreen and integrated bumpers.

 

Keith Adams

4 Comments

  1. Second picture from above: I don’t think they’re bumper overriders; they must be headlamp washer-nozzles… 😉

  2. Top photo – Theres still time to get another lump of clay and fill in those scallops. I see the guys got a beard though – explains everything.

  3. On the subject of BL’s talks with Volkswagen to co-develop a diesel engine for future, perhaps there is also a faint connection to the dieselized 1.6 S-Series planned for AR6?

    Especially with the E/R/S-Series bearing a similarity to the later Volkswagen EA827 engine, which also happened to feature a 1.6 diesel for the Golf and others in 50-54 hp naturally aspirated and 68-79 hp turbodiesel forms (with tuning by Oettinger further pushing the latter to put out as much as 90-110 hp).

  4. Just been reading an old copy of CAR magazine from December 1982 with a scoop of the still to be launched critical new mid-size car from Leyland – They reckoned the Maestro/LC10 “bristles with points of desirability”, is sleek and aerodynamic with a discreet scallop that flows around the cars mid-rift – It then sates with absolute authority that 1.3 A series cars will retain the gearbox in the sump whilst the new R series cars will come in 1.5 and 1.7 litre capacity – Best of all they reckon it will have Hydragas suspension, going into some detail about how the arrangement at the rear will mimic the Metro to allow a low boot floor and that the front will benefit from work done on the Ambassador to improve valving. UK CAR magazines always did this when predicting new BL models and at launch. They sang their praises from the roof tops with page after page of cutaway drawings showing every detail surrounded by flag waving adverts from the likes of Borg and Beck, Triplex and Lucas congratulating BL on the launch of their critical new model. Early adopters who bought a car on the basis of this recommendation had the rug pulled from under them around 3 months later when the press did a 180 degree and decided the car was rubbish after all!

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