The deserving butt of many a classic car joke – or an often overlooked work of genius? Keith Moody assesses the case for and against the Austin Maxi

On paper, the Austin Maxi had a lot going for it. It was a five-door hatchback with a fivespeed gearbox that was more than capable of giving the all-conquering Ford Cortina a run for its money. In practice, however, the Maxi failed to deliver on almost every promise it made.

But there is something about the Maxi – it’s a car that has attracted a legion of passionate fans devoted to keeping it on the road. The Austin Maxi Club, for example, is a small but committed band of brothers that can help you with virtually anything Maxi related – and that’s got to be great news for prospective owners. With this in mind, I decided it was time to get behind the wheel of the Maxi. After all, it can’t be that bad, can it? Time to find out.

FALSE START
The Maxi story doesn’t start well. Designed to fill the gap between the 1100/1300 (ADO16) range and poor-selling 1800 (ADO17) line-up, its 100-inch wheelbase was quickly compromised when BMC chairman George Harriman decided the new car would use the 1800’s doors. It seems trivial, but this decision pushed the Maxi’s wheelbase to 106 inches, the same as the 1800, and meant the cars looked too similar.

Any cash saved on the body would be spent on the new engine, or rather its new factory. If the Maxi (or ADO14 as it was still known) was to take on the Cortina, it would need a range of engines from 1.3- to 1.5-litres, which ruled out the A-series and led to the creation of the new E-series. But then things took an unexpected turn. Harriman decided that ADO14 wouldn’t be a Cortina rival after all – instead, it would be a technical tour de force for BMC’s engineering capabilities. 

NEW DIRECTION
With one eye on the successful Renault 16, BMC decided that – as well as the new E-series engine – the new car would be front-wheel drive, have a five-speed gearbox, European style hatch and flexible interior.

Sadly, the Maxi couldn’t escape the fallout of BMC’s transformation to BLMC and was given several hasty redesigns in the process – and the car wasn’t even on sale yet. Opportunities for change were limited though, because Pressed Steel had already starting tooling up so all that really got revamped were the grille and interior. By the time Donald Stokes was in the driving seat, there was a real chance the whole project would just be scrapped.

The reason? The Maxi’s inherent flaws. Not only was there concern about the car’s total lack of identity, but it was obvious that the new 1.5-litre engine wasn’t enough to shift its 2156lbs about Britain’s roads. Add in the awful cable-operated gearbox and the Maxi package was complete. In the end, however, Stokes’ decision was made for him – too much money had been spent developing ADO14 to let it go to waste. The Maxi would be launched in 1969 and modifi cations like a decent gearbox and bigger 1.7-litre engine would have to wait. All that was left was to decide which badge the Maxi would wear. Under the new BLMC regime, Austin cars would boast the latest technology while Morris would be left to take on the might of FoMoCo. And so the Austin Maxi it would be.

BEHIND THE WHEEL
There are things that I really like about the Maxi. For a start, its spacious interior and functional hatchback was years ahead of its time, and it is still fantastically useful today. The Maxi is also long-legged, thanks to the fivespeed ’box. Another plus is the fluid ride and decent levels of grip.

But there are things that I really don’t like about the Maxi. The steering is heavy and the design is badly compromised (although it has aged well). But the really criminal – and completely unforgivable – thing about the Maxi is that cable-operated gearbox. What on earth were they thinking? During my run in this 1750, not once did I ever get used to the shift – and not once did I ever know if my gear change would be successful.

So it came as no surprise to anyone that the Maxi was a flop. Buyer’s weren’t moved by the styling, the driving experience and the ‘one-size-fits-all’ approach. After an initial honeymoon period, Maxi production dropped from 2000 a week to 1000 – and so did its market share, which stood at 1.4 per cent in December 1969. Of course, industrial problems created panel supply issue, but the real problem was lack of demand – and price.

COST OF CHANGE
New, a Maxi would cost you £979 (including purchase tax), while the Renault 16 stood at £970, the Hillman Minx De Luxe cost £851 and the Ford Cortina Estate was £958. It was hardly good value for money.

Eventually, the Maxi was given the bigger engine it so badly needed and a rod-operated gearbox. But, as with so many stories about BL, it was too little too late.

MEET THE OWNER
Paul Jefford is an enthusiastic owner who has been running Maxis continuously since 1972. For some time, he’s been nursing an ambition to put his passion for Maxis on paper and has now produced a book that highlights the capabilities and charismas of the first British hatchback.

There’s Something about a Maxi celebrates the fortieth anniversary of Maxi. Its 288 pages explore the strengths and weaknesses of the car, plus its lasting influence on car design. Paul delves into the archives, as well as bringing the Maxi story to life by using the personal recollections of owners – and people involved in its design and development. The book also has chapters on the Maxi’s individuality and its ability to inspire lasting affection; its design and development; the Maxi in everyday use and as a classic car; and an exploration of the reasons why it did not sell as well as its unique features surely deserved.

For more information email Paul at This e-mail address is being protected from spambots. You need JavaScript enabled to view it or 01673 858536

FACT FILE 

AUSTIN MAXI 1750
Engine: 1748cc, OHC
Power: 72bhp at 4900rpm
Torque: 97lb ft at 2600rpm
Gearbox: 5spd man
Top speed: 93mph
0-60mph: 15.8secs
Consumption: 28mpg
Length: 13ft (3.96m)
Width: 5ft 4in (1.63m)
Weight: 2171lb (985kg) 

 THINKING OF BUYING ONE?
Like so many cars of this era, Maxis suffer badly from rot, so trying to sort a corroded one is likely to be uneconomical. The good news, however, is that there’s a strong club with an incredibly active (not to mention well-stocked) spares department so fi nding replacement parts and panels is easier than you might think.

The main grot spots are the front and rear of the sills, and where the inner sills meet the floor inside the car. Front subframes rot, as do rear radius arm mounts and suspension arm mounts (where they locate on the body).

Mechanically, the over-head camshaft engine is reasonably robust, assuming it’s been well looked after. There should be no tapping or knocks. Gearboxes can jump out of gear under acceleration and a slippy clutch might be down to a crankshaft oil seal leak. Single-carb cars can suffer from vapour lock from the float chamber (easily rectifi ed by fi tting a heat shield), while brakes callipers are known to seize.

VALUES
The Maxi has never commanded strong money, and you can still pick up a scruffy one with an MoT certifi cate for around £500. Something a little tidier with no gearbox woes is likely to cost around £1200, while a mint, lowmileage HLS can turn up for between £1500 and £2000.

SPECIALISTS

• AGM Spares, Cambria, Queen Street,
• Bardney, Lincs, 01526 398377
• BL Transverse (Les Roberts),
• London, 020 8654 3069
• Austin Maxi Club, 01526 398377

Published in the December 2010 issue of Classic Car Mart.

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