1973 Austin Maxi 1.7L Petrol · TBW 898L

Early Austin Maxi 1500 models from 1969 to late 1970 utilized a flexible cable-operated gear selector mechanism that is notorious for imprecise, rubbery shift quality. Over time, the internal selector cables stretch, their outer casings fray, and the plastic quadrant bushes perish, making gear selection extremely difficult and prone to missing slots or selecting reverse inadvertently. In addition, the primary drive oil seal behind the flywheel can harden and leak engine oil into the clutch bellhousing, causing severe clutch slip. British Leyland replaced the cable system with a rigid rod-operated linkage in October 1970, which is the preferred specification.

Like its BMC and British Leyland siblings, the Austin Maxi suffers from severe structural corrosion in salt-belt UK road conditions. The steel front subframe that cradles the transverse E-Series engine is prone to rusting from the inside out, particularly in the hollow boxed section between the suspension lower wishbone pivot mounts. Simultaneously, road grime and spray rot the outer sills, the lower A-pillar bases, the rear trailing arm mounts, and the tailgate seal flange. Subframe perforation leads to MOT roadworthiness failure and risks front suspension collapse if left unrepaired.

The Moulton interconnected fluid suspension (Hydrolastic on 1969–1978 models; Hydragas on 1978–1981 models) provides an exceptionally supple ride but degrades as displacer units age. Flexible connecting hoses perish and crack, metal fluid pipework running under the floor corrodes, and displacer internal rubber diaphragms or nitrogen gas spheres slowly lose pressure over decades of use. When pressure drops, the car sags towards the bump stops on one side, destroying ride comfort, causing harsh bottoming-out on road undulations, and severely compromising handling stability. Recharging requires a specialist Churchill-style displacement pump.