Car test - the Austin Allegro

The bad news that has dogged British Leyland over the years has largely obscured the fact that the UK giant offers a range of excellent, sometimes outstanding, cars. Although the pall-like cloud of economic uncertainty hanging over the State-owned company has dated some of the models, because new ones haven't been produced, at least the existing range has been around long enough to have proved its reliability.

One of these relatively venerable models is the Austin Allegro - which first appeared in 1973. Commpared with the current crop of high-revving hatchbacks, the Allegro's long-stroke engine is technically someewhat dated. But the car has now been modified and reelaunched as British Leyland seeks to recover some of its once-generous slice of the Irish market.

Originally popular with middle-aged and older drivers, the Allegro 2 is also intended to strike a chord with young couples who want economy motoring plus enough space to pack the baby's cot etc. They find the Mini too small and can't afford the Triumph Dolomite. How well does the Allegro fill this gap? Surprisingly well.

Its somewhat dumpy appearance - rather like a partly squashed cob loaf ˆwon't win marks with the boy-racers, but the generous dimensions which the shape makes possible means an astonishing amount of passsenger and luggage space. In the back seat, for instance, there is plenty of legroom, ample space for two people plus an armrest in between and, with the armrest up, three passengers can fit with reasonable comfort.

The cavernous boot swallows up a lot of luggage while, inside, there is the usual parcel shelf beneath the heated rear window. It's not a hatchback but then European research suggests that the motorist, stubbornnly refusing to believe what the hatchback-manufacturers say is good for him, is revealling a new interest in the conventional boot.

The prices are extremely competitive; £2899 for the 1100cc two-door rising to £3329 for the four-door 1300.

Th'e transversely-mounted engine is an honest, if noisy, worker. (British Leyland's engineers could learn someething from the soundening techniq ues used in the Mazda 323.) Although the l l GOec test-car with about 7,500 hard miles on the clock, had obviously suffered from some punishing motorring, the unit complained loudly when pushed over 60mph. Acceleration from 0-50 was 14.5s while accelerration from 40-60, the overrtaking range, was a respectable 13.5s.

In cornering there is the familiar security of fronttwheel drive arid the Hydragas suspension, linking front and rear wheels, produces a commfortably stable ride.

Although the Allegro 2 is generously appointed (lockkable glovebox, carpeted floor, cropped nylon. upholstery, adjustable/reclining seats), British Leyland marketing men could learn from the competition. The plastic steering-wheel, for instance, is harder to grip than the thicker-rim mer , smaller diameter versioris of Fiat and Mazda, and the dials are 'old-fashioned.

But, quibbles aside,' the uninspired presentation of the Allegro 2 shouldn't deter potential buyers from its quality and value. Its virtues just may be coming back into fashion.

All versions are now freely available and dealers expect to be able to hold prices for at least a few months.

The test of the Chrysler Sumbeam has had to be deferred until the next edition.