Tangy green always looks good on a Maxi...
We all know that when they came up with the term 'practical classic', it was the Austin Maxi they were thinking of, when the phrase was coined.
Today, if you want something to cart the family around in while cutting a dash in modern traffic, you can do a lot worse. A sceptical Kevin Davis recently picked one up, and is now enjoying the benefits of Maxi driving - but it's not all plain sailing.
Maxi-mum joy?
Tangy green always looks good on a Maxi...
'VE never really been a big fan
of the Maxi though I did run several during the early 1980s, as they were cheap
and plentiful. I received an email a few weeks ago from a Princess owning friend
of mine who had decided she had too many cars and wanted to get rid of the 1979
Maxi 1750HL that she’d bought last year as she simply didn’t have
the time required to restore it. If I took it away I she said I could have it
for free, along with a boot full of spares!
Having not been used since 2001, viewing it on a cold windy day in a cold draughty barn it was difficult to get excited about this Maxi, though the Tara green colour and the black velour interior did sway things slightly. The twin-carb 1750 engine fired immediately but the straight-through sports exhaust that had been fitted was blowing like a typhoon, however, a proper exhaust was also provided with the car. A quick thrash up the road revealed the engine to be in good order, but it’s difficult to be objective when there’s so much noise and clatter going on, and the clutch judder and binding brakes would need attention! But they were the least of my worries…
E-Series lump fired straight away, despite being stood idle for years...
Back at the barn it was time to investigate the extent of rot that lurked beneath. I wasn’t disappointed. The driver’s side front wing was hanging off and where once was a sill was just a space where rot and metal used to live! Despite this the rest of the sill was relatively rot free and the passenger side was also intact so it wasn’t all bad.
Body wise there is rust bubbling across the whole frontal area but I’m confident it can be treated and repainted, as will the front wings and other areas of aged bodywork. Another issue is to locate at least three wheels as the car originally stood on alloys, but they had to be sold so that the lady owner could recoup some of her outlay on the car, so it has been fitted with a mix ‘n’ match of Maxi and Princess wheels. So, if anyone has a spare set of Allegro or Maxi wheels clogging their garage in the vicinity of Southampton, please let me know.
The black velour interior is in very good condition, and there was a complete spare black interior with the car, though I have placed that on ebay as I simply have nowhere to store it.
There may be a little welding required...
The first thing to do is to get the Maxi MoT’d and roadworthy, so a new sill has been purchased and a brave welder will begin work on it next week. It will then be a matter of attending to the brakes and getting the indicators working, then whacking it in for the MoT and see how it fares. Once MoT’d the cosmetics can be attended to, though new wings are not on the agenda as I’m hoping to make the best of what’s there, and in any case, new wings for Maxi’s are rare and quite pricey and I have set a relatively low budget for the work.
I intend to keep those who are interested updated with regular reports and tales of woe, but hopefully, there won’t be many of those.
Interior is basically straight...
Update - 13 April 2008
Welding the Maxi wasn't best enjoyable in the April chill...
I HAD a go at sorting the exhaust at the weekend by removing the well-worn Janspeed item and re-fitting the standard one. Because of the bodged nature of the Janspeed fitment we had to adopt a bit of ‘Scrapheap Challenge’ thinking to how we were going to fit it all back together.
Thanks to some ingenuity and a lot of clamps, the system is now fitted as it should be, but this highlighted another problem. The flexi-join on the front pipe is blowing as it's well worn, so I intend to cut it out and insert another one; the flexi-join on the spare Princess pipe I have lying about is identical. I could get a new downpipe and fit it, and I saw one for sale at a show a few weeks ago for £12, but what’s put me off is the limited working space around the exhaust manifold and carburettors and I just don’t fancy taking it all off unless I really have to.
As promised, the welder arrived this morning and started work on the Maxi. The sill I bought was cut up and used to patch the front sill section that had disappeared; there was no need to replace the whole sill as the centre part was almost rust-free. Four hours later all of the welding was completed. I’m £160 lighter but it was quite a big job, but at least I could stand in the window and drink cups of tea while progress was being made!
All I had to do was slap a load of underseal on once it was completed.
After the exhaust has been sorted, the rear brake shoes need replacing, as they are worn right down and there’s nothing left to adjust. The brake shoes should be here tomorrow and are still easily available from a local motor factor. Now that the welding is done things can really start to move forward and all being well I’m hoping for it to have a new MoT within the next two weeks. Then again, the best laid plans…
It might not look pretty, but the Maxi is now structurally sound...
Update - 23 April 2008
Standard Princess wheels and tyres are a tight fit. Too tight in fact…
ANOTHER week and more work has been completed on the Maxi in between the April showers. The problem of the wheels is still an issue, and in desperation I hijacked the Allegro Owners’ Club at the Pride of Longbridge event on Saturday trying to beg at least two spare wheels from owners. It was a fruitless effort, but thanks to Tim Vincent of the Allegro Club International he has sourced me two correct Maxi wheels, which I will be collecting next weekend.
In the meantime four Princess wheels with 185/70/14 wheels will suffice, but these are way too big and the fronts rub on the bodywork with each turn. No way will they pass the MoT, but they give the car a better stance.
The rear brake shoes arrived and were duly fitted, but it was noted that someone had previously fitted the nearside shoes incorrectly causing them to bind. A seized handbrake cable on the offside was quickly freed and we now have a fully operational handbrake. Obviously the best way to test the brakes is to try them on a road test, but a lack of any documentation pertaining to this car to be roadworthy hinders that slightly.
However, I do have access to a private road a few yards up the road from me, so I made the short journey to what we call the proving ground (our own mini Gaydon) to give this Maxi a damn good shakedown test. This would be its first proper outing for nearly seven years.
On test, the Maxi shows that a few things still need sorting…
Once on the road the brakes seem to work quite well; it pulls up square and the handbrake pulls the car to a halt, though whether the MoT tester will share the same view is another matter, but there’s not much that can be done about that until it’s properly tested. The engine pulls well enough and there seems little to be concerned about here despite its 130,000 miles, in fact it’s as sweet as a nut. A shame the same can’t be said about the gearbox. We all know about the Maxi’s woeful gearchange and this one is no exception, and matters are not helped by a nasty clutch judder on take up, and one of the drive shafts is clicking. A decision on what to do about this is under review, but it still drives okay. Ish.
Maxi gearbox was never a paragon of excellence, and this one’s no exception.
Exhaust is a real Heath Robinson affair, but I’m quite proud of it, and
it doesn’t leak.
Due to the wheel issue the MoT will have to be put off for another week. In the meantime I may have a go at tidying up the worst areas of bodywork – mainly the holes in the wings, which will also fail the MoT unless attended to. Incredibly, Tara green spray paint can still be bought off the shelf at Halfords...
Scabby front end needed sorting.
While I waited for the wheels to arrive for the Maxi so that it can be MoT’d, I decided to attack the worst areas of the bodywork seeing as the Sun was shining and it was reasonably mild. The frontal area of the car was badly pockmarked with surface rust, so I removed all the decorative trim and bumper and attacked it with a rotary wire brush attached to an angle grinder.
These things ruthlessly remove any loose rust and paint, and once clean a coat of Kurust ensures any embedded rust should be kept at bay. After several hours of preparation and coats of filler and primer, the Tara green spray paint I bought from Halfords was generously applied and then topped off with a clear lacquer.
The chrome also received a polish and I have to say the end result is quite pleasing, and the colour match is perfect. Unfortunately, the weather has turned for the worst and until it improves no further progress can be made to the bodywork.
Looking a lot tidier, and it’s a good colour match, too.
On Saturday I drove the 30 miles to collect the two wheels I required and then headed off to my local part-worn tyre centre for four 165/13 tyres, and the Maxi is now sitting pretty on its proper size wheels and tyres and correct HL chrome wheels trims, which were won on eBay for £10.
Proper wheels and trims help to make the Maxi look more, well, Maxi-ish! Rain
stopped work painting the sill.
Whilst swapping the wheels I cleaned up the front brake callipers and fitted new pads, once again available off the shelf from the local motor factor, but the box was covered in dust! I know I said the brakes seemed okay in my last report, but obviously they were working adequately rather than properly. Have to say the brakes have a lot more feel than previously, probably because they are actually working now.
I also managed to tidy up the bottom of the wing. Both wings really do need
replacing, though.
By the way, you may remember from my first report that I advertised the complete Maxi interior on ebay, which came as a spare set with the car. There was no reserve and the starting price was £1. After seven days no one bid for it and it’s still cluttering up my garage. Looks like the chaps at my local amenity tip may have something comfy to sit on soon…
So, it’s more or less ready for the MoT, but the clutch is still a cause for concern; it judders but doesn’t slip and still has enough meat left on it to stall the engine with the handbrake applied. In any case, it’s a fairly straightforward job to change the clutch on these. Really, it’s just a matter of locating one for a reasonable price as the costs are mounting up now.
But we’re getting there.
Update - 25 April 2008
The Maxi on the eve of quite possibly its biggest day for nearly thirty years!
I CHECKED everything over during the last week, making sure that simple things like the windscreen washers and hazard warning lights worked properly, checked the condition of steering gaiters and CV boots, check for play in the steering and suspension system, brake efficiency, etc. Simple checks like these can save you a lot of hassle come MoT time. Though, scare stories of rotten subframes and worn radius bushes played on my mind. I already knew that the welding had taken care of the rot and the exhaust was secure and leak free (I’d been under it enough flaming times!)
As I left home I felt anxious, as this was the first time the Maxi had been on the road with its proper tyres and fully functioning brakes since the brief shakedown drive a few weeks earlier, and my journey would take this Maxi further under its own steam than anywhere in the last five years.
Luckily, most of the drive is a 2½mile country lane so there was a real opportunity to stretch the Maxi’s legs. After the first few miles had passed my confidence grew and I realised that it all felt pretty good, the brakes were excellent, there were no odd bangs or thuds and it cruised along beautifully in a Seventies kinda way. Only the juddering clutch spoilt the drive, but as that’s not an MoT item I wasn’t concerned. I actually drove the Maxi to my work place as it’s en-route to the MoT centre, and my dad had volunteered to drive it to the test centre later that afternoon, negating the need for me to take time off work.
For the first time since December 2001 the Maxi made its way onto the ramps at an MoT test centre, and the tester was generally impressed to see a Maxi awaiting its fate at his well-worn MoT routine. Forty minutes later and it was good news. ‘It’s passed, and it’s better than some ten year old cars I’ve seen in here’ said the MoT man. Top job. My dad bought it back to my workplace all smiles, ‘but we’ve got to sort that bloody clutch out,’ he said.
After I’d finished work I drove the Maxi back home, once again along the country lane, my confidence at an all time high thanks to the new MoT. In fact I burst into hysterical laughter as the speedometer duly slumped down to zero after the heady heights of 50mph. That’s Heritage for you!
So, was it all worth it?
It’s cost a little more than I anticipated, but not by a huge amount. By far the biggest cost was the welding at £160, but it was small things that added to the cost like brake pads, wipers, etc. and the necessity of proper wheels and tyres also bumped it up. The total breaks down as follows:
| Item | Cost (£) |
|---|---|
| Purchase | 0 |
| Transport | 40 |
| Battery (second hand) | 10 |
| Sill Panel | 30 |
| Welding | 160 |
| Exhaust | 11 |
| Brake shoes | 20 |
| Wheels | 15 |
| Wheel trims (eBay) | 18 |
| Tyres (part worn x4) | 60 |
| Brake pads | 12 |
| MoT | 50 |
| Total | 438 |
When I took the project on the main task was to get the Maxi roadworthy again, and that’s been achieved. I wanted to get it done as quickly and painlessly as possible with minimal outlay, but not by cutting corners. Some may decry the use of part-worn tyres, but I’ve been using them on various cars for over ten years now from the same respected supplier and have never had any problems.
At the end of it all we’ve saved another piece of BL Heritage from the jaws of the crusher for future generations to enjoy, and I certainly am looking forward to smoking it around for a few months. I mean, a classic five-door hatchback with a tow bar can be practical as well as fun!
Next job is a new clutch. Keep watching for the updates.
Update - 3 May 2008
Clutch housing stripped and ready for reassembly.
No more slipping of the cogs of war.
Not able to put it off any further, I set about removing the clutch from the Maxi. It really is a straightforward affair on these and with a minimal amount of effort the clutch assembly was out within forty minutes.
On the bench the assembly was dismantled and upon initial inspection there didn’t seem to be any problems, but closer inspection in daylight revealed a cracked lining and signs of overheating. Obviously the clutch had had a hard life and I suspect lots of clutch dumping and huge wheel spins were the cause of failure.
Despite minimal wear, it was obvious this clutch had had a hard life.
The rest of the clutch assembly was in very good condition and a quick clean up was all that was required. I managed to source a clutch plate from the lady who gave me the Maxi, once again donated free of charge, and it was duly reassembled and fitted back onto the car.
New clutch plate in position for reassembly. Hopefully this one will be treated
with respect. Note the way only the
absolute minimum of space is cleared on the bench to carry out the task!
It took slightly longer to put it all back together as the engine mountings required realigning, but it was soon back on the ground and we now have a nice, smooth clutch, and it didn’t cost a penny! The Maxi has now been taxed and insured so next up is a service and a proper road test.
Update - 22 May 2008
Interior is Spartan, but it’s comfortable and airy. Three-spoke wheel
is from earlier Maxi HL and looks
slightly out of place, but it’s nice to look at and use.
AS most of the major jobs had been done on the Maxi, it was time to get to know the car and so I pressed it into service for the daily commute. The Maxi starts first time every time, with just a flick of the key and a bit of choke when cold, and the 1750 E-series engine settles to a smooth idle. Much has been said about the mediocrity of the Maxi gearbox, but once mastered this one really is easy to use and I’ve yet to wrong-slot it in any situation. Sure, there’s a long throw between gears but it’s not tiresome and a good flow is soon achieved.
You may remember that during the first drive of the Maxi a driveshaft was suspect as it was making the dreaded ticking noise. Whilst I was replacing the clutch I noticed a large bolt had lodged itself between the driveshaft and differential housing, which had obviously fallen from somewhere above. It turns out that it was that bolt making the noise as it clanked up and down with the rotation of the driveshaft.
Another issue was the lack of a working speedometer and investigation revealed that the plastic gear on the speedo drive assembly in the gearbox had disintegrated. Thanks to the Maxi Owners’ Club a new one was sourced and duly fitted; a fiddly operation thanks to the awkward location of the speedo drive assembly.
One area that the Maxi excels at is all round visibility. The big glass area and upright driving position plus the lack of headrests makes pulling out from my driveway onto the busy main road a lot less intimidating compared to my Princess and modern Rover 200. Once on the move the excellent unassisted steering is brilliantly weighted, whether I’m parking or cornering at speed it always feels exactly right and positioning the car is dead easy thanks to its square styling.
The ride seemed a bit less comfortable than it perhaps should have been and on tight corners the inside rear wheel would ‘tramp’. A check on the ride height suggested it was set about 1in too high, so I evacuated the system to the proper 14” setting and there have been no problems since, and the ride has improved. Funny how such a small change can make a big difference.
An oil and filter change was carried out, and I turned my attention to the non-functioning oil warning light. It wasn’t the bulb so it had to be the pressure switch, which is easily located at the front centre of the engine. As I pulled the connector off, the terminal came along with it so obviously it was no good. I happened to have a spare switch for an O-series engine and to my surprise it looked identical to the Maxi one, so I fitted it and it now works perfectly. Well, it seems to; the light comes on and goes off when it should. For an engine that’s covered 130k it’s in remarkably good condition.
Although it pulls well, it runs out of steam in the higher rev band and a modern 1.4 will easily show it a clean pair of heels.
Princess O-series oil pressure switch fitted straight in and seems to work perfectly.
In recent days an irregular misfire had become apparent, so the points, distributor cap and condenser were replaced and it seems to be running fine now.
For the daily commute the Maxi is ideal, and it’s quite economical too with 30mpg easily achievable, though the lack of a simple trip meter is a glaring omission as it’s useful for gauging fuel usage. In fact spartan is probably the best way to describe the equipment count in the Maxi, though plush velour seats and tinted glass do their best to add a touch of luxury.
A mid-1980s FM radio/cassette player provides the entertainment and with the door-mounted speakers it provides adequate sound. And being the later DIN standard size it fits snugly under the dash.
So overall it’s been good fun so far and as I get to know it better I will start to venture further a field, in fact, it’s about time I tidied up the garden, and the Maxi is just the workhorse for a trip to the tip. I just hope I don’t get the old quip ‘sorry mate, we don’t take cars.’
Thanks to modern technology, ignition faults are easier to diagnose. This Draper
HT lead tester shows
that there’s a charge in the king lead from the coil to the distributor
cap, but it flickered off occasionally,
signifying an ignition system fault.
Kevin Davis runs the excellent Leyland Princess website, the best place for wedges on the 'web.
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Please let us know your thoughts...
Interesting car
the Maxi, one of the biggest lost opportunities for BL.
Very rare now, I haven't seen one for years, Yours is very interesting in that it's one of the last Mk 1s, but with seats and steering wheel from the Maxi 2, launched in the summer of 1980. Good luck with it, and please keep the updates regular...
RICHARD BULL
As a Maxi enthusiast
who has previously graced this page with my trip around the Nurburgring, I was
delighted to see a new series of articles on which I am proud (in a perhaps
sad way ) to say my favourite car.
I would like to perhaps offer Mr Davies some advice on what foilbles he has found on the car. While the Maxi's gearchange is admittadly not in the 1970s Ford catagory, a vast improvement can be be obtained by rummaging around underneath and checking where the steady for the rod gearchange bolts to the rear of the 'box. This has a tendancy to work loose over time and by periodically re- tightening the 11/16 bolt that holds it in place a marked improvement is acheived.
Also provision for adjusting the rod gearchange itself is described in the Haynes manual. I'm sure as a seasoned Princess owner (a very tidy red T-reg 1700 example of which is cutting about out here in Paderborn, Germany) he has come across a similar arrangement on those cars.
With regard to his wheels and tyres although he has now found the correct wheels for the car, for future ref and for those people wishing to stick bigger wheels and tyres on their Maxi. With 14 inch wheels for a standard 1500/1750 use 175/65x 14 tyres as these will keep the speedo reading correctly. For a 1750 HL/HLS with 165x 13 tyres you should use 185/65 x 14 tyres for the same result. If the suspension is at it's correct setting there should be no issues with wheel/tyre rubbing on the bodywork.
As a point of interest in 2005 I ran a Maxi on 16in alloys from a Rover (poss 600 or 800) shod with 195/45 x 16 tyres. With the correct suspension settings even with four sturdy people (myself included) and a dog (well, a Jack Russell) on board I didn't encounter any wheel rub problems.
Hope this has helpful and imformative.
Just to to keep those BL/AR juices flowing In addition to my Maxi and The red Princess out here in the British Forces Germany community in Paderborn, there are also a small no of Triumph Stags, a colleague of mine has a 1977 LHD Allegro 1500 Super and there are also a few Morris Minors, Minis and the ubiquitous MGBs. There are a suprising number of late model Rovers (R8 and onwards) being driven about by both the military and local civilian population and there is a former dealer who still offers full MG Rover support including Hydrogas/ Hydrolastic pump ups.
Incidentally The Challenger 2 Main Battle Tank and it's derivatives have Hydrogas suspension although you can re-pressurise the nitrogen gas on those and it uses oil rather than water/zinc/alchohol in the pipework.
KEV SHARP