Austin Allegro
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| Austin Allegro | |
|---|---|
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| Manufacturer | British Leyland Motor Corporation |
| Also called | Innocenti Regent |
| Production | 1973-1983 |
| Predecessor | Austin 1100 |
| Successor | Austin Maestro |
| Class | Compact |
| Body style(s) | 2-door saloon 3-door estate 4-door saloon |
| Layout | FF layout |
| Engine(s) | 1.0 L A-Series I4 1.1 L A-Series I4 1.3 L A-Series I4 1.5 L E-Series I4 1.7 L E-Series I4 |
| Wheelbase | 2,442 mm (96 in) |
| Length | 3,852 mm (152 in) |
| Width | 1,613 mm (63 in) |
| Height | 1,398 mm (55 in) |
| Curb weight | 869 kg (1,915 lb) |
The Austin Allegro is a small family car that was manufactured by British Leyland under the Austin name from 1973 until 1983. The same vehicle was built in Italy by Innocenti in 1974 and 1975 and sold as the Innocenti Regent. In total, 642,350 Austin Allegros were produced during its ten year production life, with the majority being sold on the home market.
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[edit] Design
The Allegro was designed as the replacement for the popular Austin 1100/1300, designed by Sir Alec Issigonis and John Grant. In comparison to the 1100/1300, a generally well-received design, the Allegro is widely regarded as a poor design in almost every significant respect.[citation needed] As with the Morris Marina, the car can be seen with hindsight as symptomatic of the enormous difficulties facing British Leyland during that period. The key factor that British Leyland appear to have missed is that a much more useful and popular form of car, the hatchback, was emerging in Europe, with designs such as the Volkswagen Golf. This configuration would go on to dominate the market for small family cars in the space of a few years. British Leyland stuck to the more traditional and less versatile booted design when they launched the Allegro. This was because of internal company politics; it had been decided that the Austin Maxi should have a hatchback as its unique selling point, and that no other car in the company's line-up was allowed one. This decision hamstrung both the Allegro and the Leyland Princess, both designs naturally suited to a hatchback yet not given one.[citation needed]
The Allegro used front-wheel drive, using the familiar A-Series engine with a sump-mounted transmission. The higher-specification models used the SOHC E-Series engine (from the Maxi), in 1500cc and 1750cc displacements. The two-box saloon bodyshell was suspended using the new Hydragas system (derived from the previous Hydrolastic system used on the 1100/1300).
Stylistically, it went against the sharp-edged styling cues that were becoming fashionable (largely led by Italian designer Giorgetto Giugiaro), and featured rounded panel work. The original styling proposal, by Harris Mann, had the same sleek, wedge-like shape of the Princess, but because British Leyland management wanted to install the bulky E-Series engine and the heating system from the Marina, the bodyshell began to look more and more bloated and tubby. This was acceptable to BL, however, which according to Jeff Daniels' book - British Leyland, The Truth About The Cars, published in 1980 - wanted to follow the Citroën approach of combining advanced technology with styling that eschewed mainstream trends to create long-lasting "timeless" models. Its unfashionable shape was thus not an issue. The final car bore little resemblance to Mann's original concept that had originally been conceived as an 1100/1300 re-skin. This, as well as British Leyland's faith in it as a model that would help turn the company around, led to it earning the early nickname of the "flying pig". The car was offered in the usual range of British Leyland colours; notably beige, brown, and matt green.
There was also an upmarket version sold as the Vanden Plas 1500/1750, which featured a prominent grille at the front and a plusher interior. The Allegro name was not officially used on this version.
Early Allegro models featured a "quartic" steering wheel, which was rectangular, with rounded sides. This was touted as allowing extra room between the driver's legs and the base of the steering wheel. The quartic wheel did not take off, and was dropped in 1975.
[edit] Dimensions
- Overall length: 3,852 mm (152 in)
- Overall width: 1,613 mm (63 in)
- Height: 1,398 mm (55 in)
- Wheelbase: 2,442 mm (96 in)
- Track: 1,346 mm ( 53 inches)
- Weight: 869 kg (1,915 lb)
- Tyre size: 145 x 13 (155 x 13 on 1750 and Sport)
[edit] Range
| Types | Years | Body Style | Engine | Transmission |
|---|---|---|---|---|
| Allegro 1100 DL | 1973–1975 | 2-door Saloon 4-door Saloon |
1098 cc | 4-speed Manual |
| Allegro 1300 DL | 1973–1975 | 4-door Saloon | 1275 cc | 4-speed Manual 3-speed Automatic |
| Allegro 1300 SDL | 1973–1975 | 2-door Saloon 4-door Saloon |
1275 cc | 4-speed Manual 3-speed Automatic |
| Allegro 1500 SDL | 1973–1975 | 4-door Saloon | 1485 cc | 5-speed Manual 3-speed Automatic |
| Allegro 1500 Special | 1973–1975 | 4-door Saloon | 1485 cc | 5-speed Manual 3-speed Automatic |
| Allegro 1750 HL | 1974–1975 | 4-door Saloon | 1748 cc | 5-speed Manual |
| Allegro 1750 Sport TC | 1974–1975 | 4-door Saloon | 1748 cc | 5-speed Manual |
[edit] Allegro 2 (1975–79)
The 1975 Allegro 2 had the same bodyshell but featured a new grille and some interior changes to increase front leg room. Changes were also made to the suspension, engine mounts and drive shafts. A 2-door estate car version was added to the range. The infamous "quartic" steering wheel was also dropped at this stage.
[edit] Range
| Types | Years | Body Style | Engine | Transmission |
|---|---|---|---|---|
| Allegro S2 1100 DL | 1975–1979 | 2-door Saloon 4-door Saloon |
1098 cc | 4-speed Manual |
| Allegro S2 1300 Super | 1975–1979 | 2-door Saloon 4-door Saloon 3-door Estate |
1275 cc | 4-speed Manual 3-speed Automatic (75-76) |
| Allegro S2 1500 Super | 1975–1979 | 4-door Saloon 3-door Estate |
1485 cc | 5-speed Manual 3-speed Automatic |
| Allegro S2 1500 Special | 1975–1979 | 4-door Saloon | 1485 cc | 5-speed Manual 3-speed Automatic |
| Allegro S2 1500 Speical LE | 1978–1979 | 4-door Saloon | 1485 cc | 5-speed Manual |
| Allegro S2 1750 HL | 1975–1979 | 4-door Saloon | 1748 cc | 5-speed Manual |
[edit] Allegro 3 (1979–83)
The Allegro 3, introduced at the end of 1979, used the "A-Plus" version of the 1.0 A-Series engine (developed for the Metro), and featured some cosmetic alterations in an attempt to keep the momentum going. But by then the Allegro was outdated, now competing against the relatively high-tech Ford Escort Mark III and Vauxhall Astra, and after 1980 it failed to feature in the top 10 best selling new cars in Britain, barely a decade since its predecessor had been Britain's most popular new car.
Some models of Allegro 3 (the HL models) were equipped with four round headlights, rather than the usual two rectangular items.
The axe finally fell on the model in early 1983, upon the launch of its successor, the Maestro.
[edit] Range
| Types | Years | Body Style | Engine | Transmission |
|---|---|---|---|---|
| Allegro S3 1.1 DL | 1979–1981 | 2-door Saloon 4-door Saloon |
1098 cc | 4-speed Manual |
| Allegro S3 1.0 L | 1980–1983 | 2-door Saloon 4-door Saloon |
998 cc | 4-speed Manual |
| Allegro S3 1.3 | 1979–1981 | 2-door Saloon 4-door Saloon |
1275 cc | 4-speed Manual 3-speed Automatic |
| Allegro S3 1.3 L | 1979–1981 | 2-door Saloon 4-door Saloon 3-door Estate |
1275 cc | 4-speed Manual 3-speed Automatic |
| Allegro S3 1.3 HL | 1979–1981 | 4-door Saloon | 1275 cc | 4-speed Manual |
| Allegro S3 1.3 HLS | 1980–1983 | 4-door Saloon | 1275 cc | 4-speed Manual 3-speed Automatic |
| Allegro S3 1.5 | 1979–1981 | 4-door Saloon | 1485 cc | 5-speed Manual |
| Allegro S3 1.5 L | 1979–1983 | 4-door Saloon 3-door Estate |
1485 cc | 5-speed Manual |
| Allegro S3 1.5 HL | 1979–1983 | 4-door Saloon 3-door Estate |
1485 cc | 5-speed Manual |
| Allegro S3 1.5 HLS | 1980–1983 | 4-door Saloon | 1485 cc | 5-speed Manual |
| Allegro S3 1.7 L | 1979–1983 | 4-door Saloon 3-door Estate |
1748 cc | 3-speed Automatic |
| Allegro S3 1.7 HL | 1979–1983 | 4-door Saloon 3-door Estate |
1748 cc | 5-speed Manual |
| Allegro S3 1.7 HLS | 1980–1983 | 4-door Saloon | 1748 cc | 5-speed Manual |
[edit] Reputation
The Allegro gained a reputation for unreliability, poor build quality and terrible pedal settings. Another unfortunate nickname applied to it was the "All-Aggro" ("aggro" referring to "aggravation"). The car was somewhat underdeveloped at the time of its launch, and a number of design flaws plagued the early models. Most of these were fixed in the Allegro 2 edition of the car, launched in 1975.
The suspension and aerodynamics combined on some models to produce an alarming roll at speeds in excess of 60 mph (100 km/h).[citation needed]
Unlike many British cars of the time, the Allegro was largely free of the rust problems, due to better manufacturing and design.[citation needed]
In spite of all of this bad press, the Allegro was still a very popular car with British buyers. As late as 1979, six years after its launch, it was the fifth best selling new car in Britain, and sales were still reasonably strong when it was replaced by the Maestro in March 1983. In certain overseas markets, notably New Zealand, it is not uncommon to see Allegros still in daily use.
Sales in its final years were disappointing, and by 1981 it had fallen out of the top 10, as more buyers were choosing two newer BL products: the similar-sized and more viable Triumph Acclaim, and the smaller Austin Metro.
In his book, "Crap Cars", writer Richard Porter says "the only bit of the Allegro they got even vaguely right was the rust-proofing". The Allegro placed second worst in his list, beaten only by the VW Beetle.[1]
The poor reputation of the car, and the inefficient production and management techniques in British Leyland at the time at which it was produced, have meant that the Austin Allegro has become associated with waste, inefficiency and poor quality. In 2007, Sir Digby Jones, in criticising the inefficiencies of the Learning and Skills Council, said, "It is what I call the British Leyland model - you put a lot of money in at the top, and an Austin Allegro comes out at the bottom." [2]
In February 2006, it was reported that more than 1,000 Allegros sold in Britain were still registered with the DVLA. [1]
[edit] Engines
- 1973–75: 1098 cc A-Series Straight-4, 49 bhp (37 kW) at 5250 rpm and 60 ft·lbf (81 Nm) at 2450 rpm
- 1975–80: 1098 cc A-Series Straight-4, 45 bhp (34 kW) at 5250 rpm and 55 ft·lbf (75 Nm) at 2900 rpm
- 1973–80: 1275 cc A-Series Straight-4, 59 bhp (44 kW) at 5300 rpm and 69 ft·lbf (94 Nm) at 3000 rpm
- 1980–82: 998 A+ cc A-Plus Straight-4, 44 bhp (33 kW) at 5250 rpm and 52 ft·lbf (71 Nm) at 3000 rpm
- 1980–82: 1275 cc A-Plus Straight-4, 62 bhp (46 kW) at 5600 rpm and 72 ft·lbf (98 Nm) at 3200 rpm
- 1973–82: 1485 cc E-Series Straight-4, 69 bhp (51 kW) at 5600 rpm and 83 ft·lbf (113 Nm) at 3200 rpm
- 1973–82: 1748 cc E-Series Straight-4, 76 bhp (56 kW) at 5000 rpm and 104 ft·lbf (143 Nm) at 3100 rpm
- 1974–?: 1748 cc E-Series twin-carburetted Straight-4, 90 bhp (67 kW) at 5000 rpm and 104 ft·lbf (143 Nm) at 3100 rpm
[edit] Notes
- ^ BBC (2004-10-13). "The crappest car in Britain — named and shamed in Crap Cars". Press release. Retrieved on 2007-04-25.
- ^ Can we fix the skills shortage?. BBC (2007-02-20). Retrieved on 2008-03-07.
[edit] External links
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