It was always intended that the Maestro
Turbo would be a limited edition version,
with interior styling from Tickford. Only
500 Turbos were available to the public
with an extra five cars listed as ‘Press’
vehicles. Built at the Cowley factory and
then transported to Tickford’s factory at
Bedworth near Coventry, they were given
fiberglass bodykits, vinyl graphics, and a
build number was applied before they were
transported back to Cowley for completion
and testing. Four colour options were
available: Flame Red (215 units), British
Racing Green (149), Diamond White (92)
and Factory Black (49). Each car featured
a contrasting red bumper insert strip, with
the Flame Red cars having a black insert
strip.
MG Montego
Yet, what was outstanding was the sheer
performance of this powerhouse, which
belied its mild-mannered appearance. It
is, to this day still recognized as one of, if
not THE fastest Hot Hatch of the period
and certainly, THE fastest production
MG yet built. Many who have driven a
Maestro Turbo keenly note its ballisticlike performance, often after just a little
tweaking of the engine.
satisfactory road performance and met
the aspirations of Austin Rover to have out
there, a reasonably priced, mass produced
car for the general motoring public and MG
enthusiasts alike.
To complete the trio of, ‘eighties ‘M’ type
MGs, (unofficial designation here) the
Montego was the largest of the group
and would position itself in the medium
range but it can easily be lost amongst
the number of Austin Montego variants. It
was initially thought that the MG version
would share the same basic motor and
drive train as the Maestro, however, when
it arrived on the scene on 25 April 1984,
it featured not the 1600cc R-series engine,
but a 2-litre O-series powerplant and a new
close-ratio gearbox. This was somewhat
of a surprise and very well received by the
motoring journalists and the British buying
public alike. Wha t this model offered was a
traditional saloon car body with a standard
The Turbo used the already impressive luggage boot making it more of a traditional
2.0L engine; the combination of carburetor family sedan. The MG part of course was …
and turbocharger gave the car a top speed performance.
of 206 km/h (128 mph) and a 0–60 mph
The new engine featured electronic
(96.5kph) time of 6.7 seconds. Hence, was ignition and electronic fuel injection which
decidedly faster than the majority of cars in were both controlled by a microchip – a sign
its class. Yet, despite this high performance of computer-age technology which was to
under the bonnet, from the outside it still come and this ensured that correct timing
looked very much the same as the stock and fuel distribution were monitored to
standard Maestro sedan – an ‘eighties ensure it met the demands the driver’s made
family-style road car and disappointingly, of the engine. Thus, in this configuration,
sales were far from outstanding.
the MG version of the Montego offered
It is needless to say that during this
period when no MGs were sold new in
Australia, the Maestro in any version was
not to be seen on our roads and this still
applies nowadays. As previously noted,
only one complete Maestro Turbo is known
to be in the country today.
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As with the other MGs in the group,
the Montego used the solid-state
The standard MG Montego, released as a sedan
version with boot – yet the sporty look was almost
there with the use of a real boot spoiler.
instrument cluster, a trip computer, and
synthesised voice for all information and
warning systems. The dashboard was
more comprehensive to that designed for
the Maestro and it featured a rally-style
tachometer along with a service indicator
and a display of the car, which signposted
that doors were open or lights were left on
– standard features of vehicles today.
The closest the Montego came to being
released here was just across the Tasman
Sea, where the car was on sale in 1984,
BUT as an Austin Montego! And the sedan
version was not released in New Zealand
due to concerns it would be in direct
competition with the Honda Accord. The
Mayfair and estate forms only were released.
From 1989, a wider range of Montegos was
marketed and this time, the sedan could be
sold and driven on New Zealand’s roads –
and the clearly badged versions were: MG
2.0Si, MG2.0Si Estate and Mg 2.0 Turbo
– yes the ‘Montego’ name was dropped,
however everyone still referred to them
in this way. The main dealer in Auckand
developed an air conditioning system for
these models to cope with the warmer New
Zealand climate. Of significance; released
in New Zealand, was the first MG estate
– (or ‘wagon’ as we refer to them), predating the introduction of the ZT-T Tourer
of 2002.
torque. It carried a Garrett AiResearch T3
turbocharger and single carburetor, which
developed 10psi – (all for the technically
minded). Control of the turbocharger was
via an integrated wastegate and the control
system was capable of sensing turbocharger
compressor discharge pressure. The engine
intake manifold pressure was controlled by
a system of bypassing exhaust gas around
the turbine and this proved the most efficient
and practical method to control power in
terms of the overall engine performance.
The Lucas engine-management system
incorporated programmed ignition and
cylinder knock sensors. Its top speed was
126mph (202.7kph) and could go from 0
to 60mph (96.5kph) in 7.3 seconds. The
number built was again, a reasonably
limited run, being 7,276 in number. It
became the first MG car with ‘street cred’.
The Turbo produced vivid acceleration and
exhibited matching torque steer. Given its
MG Montego Turbo
power, technical specs and exhilarating
It would have been unusual for both Metro performance, the MG Montego was still
and Maestro to have Turbo versions without a reasonably priced alternative to other
the Montego sedan, joining suit. And so it similar performance cars on the market.
was. Produced between 1985 and 1991, on
Postscript: All three MGs of the 1980s
its release it was an astounding success. and early 1990s – the Metro, Maestro and
This MG (badge-engineered as it was) Montego, in both standard and Turbo forms
had the ability to carry four adults, a full – are still very much, unloved cars today
luggage compartment in a level of comfort in Britain; virtually shunned by the general
not before seen – at all at a reasonable motoring public and MG enthusiasts alike.
price.
It would be interesting to note their
Powering the Turbo version was the acceptance or lack of it in Australia both
1994cc O-series engine which developed then and now, had they had been released
152bhp at 5100 rpm and 169ftlb of here.
M.G. Car Club Victoria
JUNE 2014
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