Austin Allegro

Austin Allegro
Austin Allegro
Overview
Manufacturer	British Leyland Motor Corporation
Also called	Innocenti Regent
Production	1973-1983
Body and chassis
Class	Compact
Body style	2-door saloon; 3-door estate; 4-door saloon
Layout	FF layout
Powertrain
Engine	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
Dimensions
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)
Chronology
Predecessor	Austin 1100
Successor	Austin Maestro

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.

Design

The Allegro was designed as the replacement for the popular Austin 1100/1300, designed by Sir Alec Issigonis. 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 1.5 and 1.8 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)^{[citation needed]} 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&mdash, 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 1500/1700, 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. Originally, the design was stylish and sharply pointed, however the Transport Department refused to pass the design so the corners had to be rounded before production. 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.

Dimensions

File:Austin Allegro publicity shot.jpg

Publicity shot, 1973

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)

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

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.

Some models of Allegro 2 were equipped with four round headlights, rather than the usual two rectangular items.

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

Allegro 3 (1979–83)

The Allegro 3, introduced in 1979, used the "A-Plus" version of the 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.

The axe finally fell on the model in early 1983, upon the launch of its successor, the Maestro.

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

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. These included the occasional loss of a wheel due to sheared wheel studs when they were over-tightened (this was fixed by the application of plastic washers), and the opening of doors and boot lids when the car was lifted with the wheel-jack. 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 and 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. On 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]

In February 2006, it was reported that more than 1,000 Allegros sold in Britain were still registered with the DVLA. [1]

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

Notes

^ "The crappest car in Britain — named and shamed in Crap Cars" (Press release). BBC. 2004-10-13. Retrieved 2007-04-25. {{cite press release}}: Check date values in: |date= (help)

External links

[1] "The crappest car in Britain — named and shamed in Crap Cars" (Press release). BBC. 2004-10-13. Retrieved 2007-04-25. {{cite press release}}: Check date values in: |date= (help)

[1]

v t e Rover
Divisions	Bicycles (1904–1925) Motorcycles (1904–1925) Automobiles (1905–2005)
Owners	Rover Company (1904–1967) Leyland Motor Corporation (1967–1968) British Leyland Motor Corporation (1968–1975) British Leyland (1975–1978) BL Ltd/plc (1978–1986) Rover Group (1986–1988) British Aerospace (1988–1994) BMW (1994–2006) Licence for use by the MG Rover Group (2000–2005) Ford Motor Company (2006–2008) Tata Motors (2008–present)