108-474: The Mini (developed as ADO15 ) is a small, two-door, four-seat car produced by the British Motor Corporation (BMC) and its successors, from 1959 until 2000. Minus a brief hiatus, original Minis were built for four decades and sold during five, from the last year of the 1950s into the last year of the 20th century, over a single generation, as fastbacks, estates, and convertibles. The original Mini
216-408: A 70% increase). Ten-inch (254 mm) wheels were specified, so new tyres had to be developed, the initial contract going to Dunlop . Issigonis went to Dunlop stating that he wanted even smaller, 8 in (203 mm) wheels (even though he had already settled on 10-inch). An agreement was made on the 10-inch size, after Dunlop rejected the eight-inch proposition. Many features were designed into
324-565: A catalytic converter and produce 45 kW (60 hp; 61 PS) at 5500 rpm. Power crept up to 46 kW (62 hp; 63 PS) at 5700 rpm for the fuel injected model. An internal bonnet release was fitted from 1992. By 1991, the Cooper represented forty percent of Mini sales in the home market; the main export market was Japan. Production ended in August 1996 as the Mark VII replaced it. In
432-505: A facility for making CKD cars, to the total local fabrication and construction of vehicles, engines, and mechanicals. Denmark was a particularly strong market for BMC products in Europe. In the postwar period, the Danish government closely regulated exports and imports to maintain the country's balance of trade . High-value imports such as cars were heavily taxed. From 1963 to 1975, a company
540-449: A front rubber-mounted subframe with single tower bolts and the rear frame had some larger bushings introduced, all intended to improve the car's mechanical refinement and to reduce noise levels. Twin column stalks for indicators and wipers were introduced, as were larger foot pedals. From 1977 onwards, the rear light clusters included reversing lights. In July 1979 the lower end of the Mini range
648-588: A half years earlier, meaning the Mini outlived the car that was supposed to replace it. British Motor Corporation The British Motor Corporation Limited ( BMC ) was a UK -based vehicle manufacturer formed in early 1952 to give effect to an agreed merger of the Morris and Austin businesses. BMC acquired the shares in Morris Motors and the Austin Motor Company. Morris Motors, the holding company of
756-514: A hatchback. The Metro was therefore in essence, the Mini mechanicals repackaged into a larger hatchback bodyshell. Although the Mini continued to be produced after the Metro's launch, production volumes were reduced as British Leyland and its successor Rover Group concentrated on the Metro as its key supermini. The original Mini's last year in the top ten of the UK's top selling cars was 1981, as it came ninth and
864-511: A marque in its own right. The Morris version was known to all as "the Mini" or the "Morris Mini-Minor". This seems to have been a play on words: the Morris Minor was a larger, well known, and successful car that continued in production, and minor is Latin for "lesser", so an abbreviation of the Latin word for "least" – minimus – was used for the new even smaller car. One name proposed for
972-764: A new Farina body style and most were renamed. These were the Austin A60 Cambridge , MG Magnette Mk. IV , Morris Oxford VI , Riley 4/72 , and Wolseley 16/60 , and in 1964 the Siam Magnette 1622 alongside the Siam Di Tella in Argentina. Most remained in production until 1968, with no rear-wheel drive replacement produced. The third and largest Farina car was the Austin A99 Westminster / Vanden Plas Princess 3-Litre / Wolseley 6/99 , launched in 1959. They used
1080-402: A rarity. Leonard Lord , the head of BMC, reportedly detested these cars so much that he vowed to rid the streets of them and design a 'proper miniature car'. He laid down some basic design requirements – the car should be contained within a box that measured 10×4×4 feet (3.0×1.2×1.2 m); and the passenger accommodation should occupy 6 feet (1.8 m) of the 10-foot (3.0 m) length; and
1188-491: A rectangular centre from the Innocenti Mini hatchback. The 1100 Special and 850 City models were phased out by 1980, and during the same year the engine was upgraded to the improved A-Plus unit from the new Metro in 998cc form, which was now the only engine available in the Mini. This was then followed by a number of incremental developments. In 1978, the Mini was one of the key cars made available to disabled motorists under
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#17330855574801296-506: A small town car. During 1956 Issigonis concentrated on the larger two cars, producing several prototypes for testing. However, at the end of 1956, following fuel rationing brought about by the Suez Crisis , Issigonis was ordered by Lord to bring the smaller car, XC/9003 , to production as quickly as possible. By early 1957, prototypes were running, and by mid-1957 the project was given an official drawing office project number ( ADO15 ) so that
1404-420: A standard model with the same name. However this was the first time a UK-market 'round-nose' (i.e. non-Clubman) Mini had been available with the 1098cc engine, and the UK limited edition was also fitted with unique Exacton alloy wheels – the first time these were fitted to a factory-produced Mini – and plastic wheelarch extensions. Inside was the 1275GT's three-dial instrument cluster and a leather-rimmed wheel with
1512-447: A steel cross-member, and swing axle rear, all with rubber springs made of catapult elastic. This car was remarkably light, weighing 587 lb, of which the engine contributed 252 lb. By the time the chassis had been completed (hard labour; it was all done by hand, no power tools), Issigonis had moved to Morris Motors Limited , but Austin supplied a "works" specification supercharged side-valve engine. Issigonis usually won, even when entered in
1620-594: A time when British manufacturing industry was in decline and decided that the remedy was to promote more mergers, particularly in the motor industry. Chrysler was already buying into the Rootes Group , and Leyland Motors had acquired Standard Triumph in 1961 (and would buy Rover in 1967), becoming a major automotive force. BMC was suffering a dramatic drop in its share of the home market. Tony Benn , appointed Minister of Technology in July 1966, brought pressure to bear on
1728-453: A very small economy car. His initial work was on the largest car, designated XC9001, with the smallest car, XC9003, having the lowest priority despite it being Issigonis' greatest personal interest. With Lord's dictum to produce a bubble car competitor and his revised design requirements being laid down in October 1956, work on XC9001 stopped and XC9003 became the priority. In addition to Issigonis,
1836-724: Is considered an icon of 1960s British popular culture . Its space-saving transverse engine and front-wheel drive layout – allowing 80% of the area of the car's floorpan to be used for passengers and luggage – influenced a generation of car makers. In 1999, the Mini was voted the second-most influential car of the 20th century , behind the Ford Model T , and ahead of the Citroën DS and Volkswagen Beetle . The front-wheel-drive, transverse-engine layout were used in many other "supermini" style car designs such as Honda N360 (1967), Nissan Cherry (1970), and Fiat 127 (1971). The layout
1944-526: The Austin A40 Farina . This is considered by many to be the first mass-produced hatchback car: a small estate version was produced with a horizontally split tailgate, its size and configuration would today be considered that of a small hatchback. A Mark II A40 Farina appeared in 1961 and was produced through 1967. These small cars used the A-Series engine. The mid-sized Farinas were launched in 1958 with
2052-648: The Authi company from 1968 onwards, mostly under the Morris name. In 1969, a fibreglass version of the Mini Mark II was developed for British Leyland's Chilean subsidiary (British Leyland Automotores de Chile, S.A., originally the independent assembler EMSSA). The bodyshell mould was created by the Peel Engineering Company . Production began in 1970 and continued for a few years; these fibreglass Minis can be recognised by
2160-659: The Labour British government and Minister of Technology Tony Benn , a further wave of mergers occurred in the British car industry. BMH merged with the Leyland Motor Corporation (LMC) to form the British Leyland Motor Corporation (BLMC). BMC Ltd (which contained most of the operations of the former British Motor Corporation) remained a subsidiary company of BLMC after the merger, although its name
2268-596: The Rover Company to become British Leyland . BMC was the largest British car company of its day, with (in 1952) 39% of British output, producing a wide range of cars under brand names including Austin, Morris, MG, Austin-Healey , Riley, and Wolseley, as well as commercial vehicles and agricultural tractors . The first chairman was Lord Nuffield ( William Morris ), but he was replaced at the end of 1952 by Austin's Leonard Lord , who continued in that role until his 65th birthday in 1961, but handing over, in theory at least,
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#17330855574802376-828: The Royal Navy in September 1922 ahead of the Great Fire of Smyrna and the Turkish capture of Smyrna at the end of the Greco-Turkish War . His father died shortly after and Issigonis and his mother moved to the United Kingdom in 1923. Issigonis studied engineering at Battersea Polytechnic in London. Having failed his mathematics exams three times, subsequently declaring it 'the most uncreative subject you can study', Issigonis decided to enter
2484-516: The University of London External Programme to complete his university education. Despite the political upheavals the Issigonis family lived an affluent and comfortable life. Issigonis was maintained by his family so that he could pursue racing sport as a hobby. Issigonis went into the motor industry as an engineer and designer working for Humber Limited . He competed successfully in motor racing during
2592-812: The Wolseley 15/60 . Other members of the group included the Riley 4/68 , Austin A55 Cambridge Mk. II , MG Magnette Mk. III , and Morris Oxford V . Later, the design was licensed in Argentina and produced as the Siam Di Tella 1500, Traveller station wagon and Argenta pick-up. The mid-size cars used the B-Series straight-4 engine. Most of these cars lasted until 1961, though the Di Tellas remained until 1966. They were replaced with
2700-467: The 1100cc class if there was no 750cc category. Most events entered were sprints, but he also raced at circuits. In 1936 Issigonis was given the opportunity to work for a leading motor manufacturer as suspension designer. Morris Motors was based in Cowley near Oxford. Issigonis worked on an independent front suspension system for the Morris 10 . The war prevented this design from going into production but it
2808-460: The 1930s and 1940s. Starting around 1930, he raced a supercharged "Ulster" Austin Seven , later fitting it with a front axle of his own design, leading to employment at Austin . This greatly modified machine was replaced with a radical special completed in 1939, constructed of plywood laminated in aluminium sheeting. The suspension was also of advanced design, with trailing arm front suspension attached to
2916-628: The 1960s, the precise figures quoted may be open to challenge, but the new management's diagnosis that BMC's profitability was insufficient to fund support and new model investment to cover its disparate range of brands and models was hard to refute. Throughout the 1960s, the failure of the United Kingdom to join the European Economic Community meant that the company could not exploit the lucrative European markets due to high import tariffs, whereas BMC's key rivals Ford and General Motors both had German subsidiaries producing and selling within
3024-425: The 2CV lacked. The short development time of the car meant this was not ready in time for the Mini's launch. The system intended for the Mini was further developed and the hydrolastic system was first used on the Morris 1100 , launched in 1962; the Mini gained the system later in 1964. As launched, the Mini had simpler suspension made from conical springs of solid rubber. These were compact, saving on intrusion into
3132-494: The 9X with its compact transverse engine . He was also responsible for the development of the Mini Moke , initially intended for military use, which later achieved cult status. With the creation of British Leyland in 1969, new chairman Lord Stokes quickly sidelined Issigonis and made him into what was termed "Special Developments Director", replacing him with Harry Webster as the new Technical Director (Small/Medium cars). Stokes
3240-467: The ADO15's interior to maximise its passenger and luggage space on top of the major savings allowed by the transverse engine and 10-inch wheels. Sliding windows allowed single-skin doors to be fitted, improving elbow room and reducing costs. A bracing bar was fitted across the door frame to brace the single skin and this was later adapted into a large storage bin on each door. Issigonis later said that he had sized
3348-720: The Austin Partner (until 1964) and Morris Mascot (until 1981). It was introduced in Australia as Morris 850 only (not "Austin"), and then later as Morris Cooper and Morris Cooper S versions, as well. The Morris name Mini (Mini-Minor) was first used for Austin's version by BMC in 1961 when the Austin Seven was rebranded as the Austin Mini, somewhat to the surprise of the Sharp's Commercials car company (later known as Bond Cars), who had been using
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3456-446: The BMC era, market share fell as did profitability and hence investment in new models, triggering the 1966 merger with Jaguar Cars to form British Motor Holdings (BMH), and the government-sponsored merger of BMH with Leyland Motor Corporation in 1968. At the time of the mergers, a well established dealership network was in place for each of the marques. Among the car-buying British public
3564-507: The BMC must have been losing around £30 per car, so decided to produce a larger car – the Cortina , launched in 1962 – as its competitor in the budget market. BMC insisted that the way company overheads were shared out, the Mini always made money. Larger profits came from the popular De Luxe models and from optional extras such as seat belts, door mirrors, a heater, and a radio, which would be considered necessities on modern cars, as well as
3672-527: The British Empire (CBE) in the 1964 Birthday Honours . In 1964 Issigonis was appointed a Royal Designer for Industry (RDI). He was elected a Fellow of the Royal Society (FRS) in 1967. He was granted the rank of Knight Bachelor in the 1969 Birthday Honours and was knighted by Queen Elizabeth II during an investiture ceremony at Buckingham Palace on 22 July of the same year. In 2003 he
3780-507: The City was the new 850 SDL (Super Deluxe), which had the same specification as the standard Mini 1000 but with the smaller engine. For August 1979 the Mini's 20th anniversary was marked by the introduction of the first true limited-edition Mini, which was the Mini 1100 Special. This was a 5,000-car run with the 1098cc engine, broadly to the specification already in production for the European market as
3888-514: The Clubman). The most obvious changes were larger doors with concealed hinges. Customer demand led to the sliding windows being replaced with winding windows, although all Australian-manufactured Mark I Minis had adopted this feature in 1965 (with opening quarterlight windows). The suspension reverted from hydrolastic to rubber cones as a cost-saving measure. (The 1275 GT and Clubman retained the hydrolastic system until June 1971, when they, too, switched to
3996-572: The Greek island of Paros in the 1830s and Constantine was a successful and wealthy shipbuilding engineer. His maternal ancestors originated in the Kingdom of Württemberg . It was through his mother's kinships that Issigonis was a first cousin once removed to BMW and Volkswagen director Bernd Pischetsrieder . As British subjects, his father having naturalised whilst studying engineering in London in 1897, Issigonis and his parents were evacuated to Malta by
4104-535: The Metro was fifth. The arrival of the Metro also had production of the larger Allegro pruned back before it was finally discontinued in 1982. In 1982, BL made 56,297 Minis and over 175,000 Metros. Due to their common powertrain package, the Mini received many mechanical upgrades in the early 1980s which were shared with the Metro, such as the A-Plus engine , 12-inch wheels with front disc brakes, improved soundproofing and quieter, stronger transmissions. This not only modernised
4212-518: The Midlands . Austin's management systems, however, especially cost control and marketing, were not as good as Nuffield's and as the market changed from a shortage of cars to competition, this was to tell. The biggest-selling car, the Mini , was famously analysed by Ford Motor Company , which concluded that BMC must have been losing £30 on every one sold. The result was that although volumes held up well throughout
4320-610: The Mini was produced by Innocenti in Milan and it was sold under the "Innocenti Mini" marque. Innocenti was also producing Lambretta scooters at that time. The Mini Mark I had three major UK updates: the Mark II, the Clubman, and the Mark III. Within these was a series of variations, including an estate car , a pick-up , a van, and the Mini Moke , a jeep -like buggy. The performance versions,
4428-611: The Mini Cooper and Cooper "S", were successful as both race and rally cars , winning the Monte Carlo Rally in 1964, 1965, and 1967. In 1966, the first-placed Mini (along with nine other cars) was disqualified after the finish, under a controversial decision that the car's headlights were against the rules. In August 1959, the Mini was marketed under the Austin and Morris names, as the Austin Seven and Morris Mini-Minor. The Austin Seven
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4536-423: The Mini but, because many of its major subassemblies were now shared with the Metro, made it very cost-effective to produce despite falling sales volumes. All cars had 8.4-inch (210 mm) brake discs and plastic wheel arches (Mini Special arches), but retained the same Mark IV body shell shape. The Mini's 25th anniversary fell in 1984 and British Leyland produced a 'Mini 25' limited-edition model, both to mark
4644-604: The Mini continually popular as a first car for younger drivers, and Austin-Rover introduced a steady stream of limited editions with bright paint colours, body graphics, and trim to appeal to this market. The Mini was also becoming prized as a characterful and nostalgic car in its own right, and the London Collection of limited-edition models was more upmarket and luxurious and named after affluent or fashionable parts of London. These marketing strategies proved very successful; Mini production actually had modest increases through
4752-523: The Mini platform. Bertone also created a Mini Cooper equivalent, christened the Innocenti De Tomaso , that sported a 1275-cc engine similar to the MG Metro engine, but with an 11-stud head, a special inlet manifold, and used the "A" clutch instead of the "Verto" type. It also used homokinetic shafts instead of rubber couplings. The Mini was still popular in the UK, but appeared increasingly outdated in
4860-531: The Specialist Division. This basic structure remained in place right up until the creation of the Austin Rover Group in the early 1980s, by which time BLMC had been nationalised and renamed British Leyland Limited (later just BL plc), although by this time both Jaguar and Land Rover had been placed in their own independent subsidiaries which were separate from the old BMC/LMC divisions. Following
4968-633: The almost identical Austin version was Austin Newmarket, but it was sold as the Austin Seven (sometimes written as SE7EN in early publicity material – with the '7' using the letter V rotated anticlockwise so it approximated the number 7), which recalled the popular small Austin 7 of the 1920s and 1930s. Until 1962, the cars appeared in North America and France as the Austin 850 and Morris 850, and in Denmark as
5076-539: The best selling British car in history with a production run of 5.3 million cars. BMC and Issigonis were awarded the Dewar Trophy by the Royal Automobile Club (RAC) for the innovative design and production of the Mini. This ground-breaking design, with its front wheel drive , transverse engine , sump gearbox, 10-inch wheels, and phenomenal space efficiency, was still being manufactured in 2000 and has been
5184-418: The bins to carry the ingredients of his favourite drink, a dry martini in the correct proportions (one bottle of vermouth and 2 of Gordon's Gin ). Similar bins were provided outboard of the rear seats, also serving a dual function of bracing the single-skin body panel. Small items could also be stowed under the rear seats, and early Minis were sold with optional wicker baskets specially shaped to slot under
5292-637: The bloc, and were therefore immune from those import tariffs. In 2002, BMC (Turkey) , a Turkish commercial vehicle builder, originally set up by the British Motor Corporation to build its designs under licence in the 1950s, began exporting its vehicles to Britain. This allowed the return of the BMC brand to British roads for the first time in over 40 years. Alec Issigonis Sir Alexander Arnold Constantine Issigonis ( Greek : σερ Άλεκ, Αλέξανδρος Αρνόλδος Κωνσταντίνος Ισηγόνης) CBE FRS RDI (18 November 1906 – 2 October 1988)
5400-452: The cabin space, and required no maintenance. The conical shape gave the springs a progressive action, becoming stiffer at greater degrees of compression. This gave the ADO15 a smooth ride over small bumps, but minimised roll and pitch on more uneven surfaces. It also allowed the springs to cope with the huge variance in load between an unladen car (about 600 kg or 1300 lb) and a fully laden one (just over 1000 kg or 2240 lb, or
5508-414: The car is known as the "Classic Mini" to distinguish it from the modern, BMW-influenced MINI family of vehicles produced since 2000. The Mini came about because of a fuel shortage caused by the 1956 Suez Crisis . Petrol was once again rationed in the UK, sales of large cars slumped, and the market for German bubble cars boomed, even in countries such as the United Kingdom, where imported cars were still
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#17330855574805616-707: The creation of British Leyland – notable models being the Austin Allegro (ADO67) and the prototype version of the Austin Metro (ADO88). Most BMC-era commercial vehicles were sold as Morris, but there were sometimes Austin equivalents. Radiator badges on the larger vehicles were often BMC. With the merger of the Nuffield and Austin interests, the Nuffield Organization 's tractor range, the Nuffield Universal ,
5724-459: The design and production of the Mini. The Mini shape had become so well known that by the 1990s, Rover Group – the heirs to BMC – were able to register its design as a trademark in its own right. The production version of the Mini was demonstrated to the press in April 1959, and by August, several thousand cars had been produced ready for the first sales. The Mini was officially announced to
5832-407: The disadvantage of feeding the radiator with air that had been heated by passing over the engine. It also exposed the entire ignition system to the direct entry of rainwater through the grille. Early prototypes used the existing 948-cc A-Series unit, but this provided the ADO15 with performance far greater than its price and purpose required – a top speed of about 80 mph (129 km/h). The engine
5940-417: The drivetrain and suspension for the front and rear. This also simplified production, as both subframes could be built up independently and then mated to the already-completed bodyshell. It also opened up the possibility of easily producing variants on the ADO15 as a body of any shape or design could be used provided it could accommodate the subframes. In 1959, BMC and Alec Issigonis won the Dewar Trophy , for
6048-406: The early casualties of the merger, as well as the introduction of the Mini Clubman , capable of being built for less, but sold for more than a standard Mini thanks to simplified ("modernised") front panels. Even the UK's best seller, the Austin/Morris 1100 , had to be subjected to an emergency cost-reduction programme which removed about £10 from the cost of each car, applying changes that included
6156-427: The engine, for reasons of cost, should be an existing unit. Alec Issigonis , who had been working for Alvis , had been recruited back to BMC in 1955 with a brief from Lord to design a range of technically advanced family cars in the same innovative spirit as his earlier Morris Minor to complement BMC's existing conventional models. Issigonis had set out design projects for three cars – large and small family cars and
6264-429: The engine-oil lubricated, four-speed transmission in the sump , and by employing front-wheel drive . Drive was taken down to the transmission via a conventional clutch coupled to a set of primary gears on the end of the crankshaft which gave rise to the characteristic transmission "whine" for which the Mini became famous. Almost all small front-wheel drive cars developed since have used a similar configuration, except with
6372-423: The face of newer and more practical rivals. Since the late 1960s, plans had been in place for a newer and more practical supermini to replace it, though the Mini was still the only car of this size built by British Leyland for the home market. The Mark IV was introduced in 1976, though by this stage British Leyland was working on a new small car which was widely expected to replace the Mini before much longer. It had
6480-450: The factory. After the takeover of SEAT by Volkswagen, SEAT made an 'internal' resale of the Pamplona factory, formerly Authi, to Volkswagen, which soon started producing there the 'Polo'. In 1964, BMC Turkey was established in cooperation with the British Motor Corporation. The Turkish partners retained the 74% of the capital while 26% held by the UK-based British Motor Corporation. The Wilson Labour government (1964–1970) came to power at
6588-514: The front seat occupants. To further simplify construction, the hinges for the doors and boot lid were mounted externally. This also saved a small amount of cabin space. It also made the ADO15 very easy to assemble from complete knock-down kits in overseas markets with only basic industry. Cars could be assembled with minimal use of jigs as the external seams made the panels largely 'self-aligning'. They also allowed panels to be stacked flat on top of one other for easy shipping. As originally built, all
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#17330855574806696-429: The industry. In mid-1965 BMC offered to buy its major supplier Pressed Steel and took control in September with 27,000 employees. Twelve months later, BMC merged with Jaguar Cars adding a further 7,000 employees. On 14 December 1966 BMC shareholders approved the change of its name to British Motor Holdings (BMH) and it took effect from that date. Little more than 12 months later in January 1968, under pressure from
6804-418: The inspiration for almost all small front-wheel drive cars produced since the early 1960s. In 1961, with the Mini gaining popularity, Issigonis was promoted to Technical Director of BMC. He continued to be responsible for his original XC projects. XC/9002 became ADO16 and was launched as the Morris 1100 with the Hydrolastic interconnected suspension system in August 1962. XC/9001 became ADO17 and
6912-508: The large C-Series straight-6 engine. The large Farinas were updated in 1961 as the Austin A110 Westminster , Vanden Plas Princess 3-Litre Mk. II , and Wolseley 6/110 . These remained in production until 1968. Most BMC projects followed the earlier Austin practice of describing vehicles with an 'ADO' number (which stood for 'Austin Design Office' but after the merger 'Amalgamated Drawing Office'). Hence, cars that had more than one marque name (e.g. Morris Mini Minor and Austin Mini) would have
7020-407: The layouts). Together, by July 1957, they had designed and built the original XC9003 prototype, which was affectionately named the "Orange Box" because of its colour. Leonard Lord approved the car for production on 19 July and XC9003 became project ADO15 . The ADO15 used a conventional BMC A-Series four-cylinder, water-cooled engine, but departed from tradition by mounting it transversely , with
7128-561: The managing director responsibilities to his deputy George Harriman in 1956. BMC's headquarters were at the Austin Longbridge plant , near Birmingham and Austin was the dominant partner in the group mainly because of the chairman. The use of Morris engine designs was dropped within three years and all new car designs were coded ADO from "Amalgamated Drawing Office". The Longbridge plant was up to date, having been thoroughly modernised in 1951, and compared very favourably to Nuffield's 16 different and often old-fashioned factories scattered over
7236-444: The mechanically interconnected Citroën 2CV suspension at that time (according to an interview by Moulton with Car Magazine in the late 1990s), which inspired the design of the hydrolastic suspension system for the Mini and Morris/Austin 1100, to try to keep the benefits of the 2CV system (ride comfort, body levelling, keeping the roadwheel under good control and the tyres in contact with the road), but with added roll stiffness that
7344-411: The merger with Leyland, a review of company records undertaken with the support of the new board, author Graham Turner stated that at the time of the merger, 16 versions of the Mini were being produced, yielding an average profit of just £16 per car, while every Morris Minor sold lost the group £9 and every Austin Westminster sold lost £17. This helps to explain why the Westminster and Minor were among
7452-498: The mid-1980s, from 34,974 Minis in 1984 to 35,280 in 1985 and 39,800 in 1986. In 1990, the Mini Cooper was relaunched - 20 years after the demise of the original model - which saw Mini production pass 40,000. Once again, it featured the long-running 1275-cc engine which had featured on the original Mini Cooper S. In 1988, Austin Rover decided to keep the Mini in production for as long as it was viable to do so, putting an end to reports that it would be discontinued by 1991, by which time
7560-410: The missing body seams and by larger panel gaps. The Chilean market was never very large and the Arica plant was closed in 1974. The reason for the fibreglass body was to enable Leyland to meet very strict requirements for local sourcing, increasing to 70.22% in 1971. The Mark III Mini had a modified bodyshell with enough alterations to see the factory code change from ADO15 to ADO20 (which it shared with
7668-412: The model at a single plant, rather than splitting it between plants at Cowley and Longbridge. Because of the high proportion of auto-production costs represented by fixed costs that needed to be allocated over a planned production volume, and the use in the 1960s of investment appraisal criteria that were ill-suited to accounting for volume fluctuations and the rapidly changing value of the UK currency in
7776-412: The name Minicar for their three-wheeled vehicles since 1949. However, legal action was somehow averted, and BMC used the name "Mini" thereafter. In 1964, the suspension of the cars was replaced by another Moulton design, the hydrolastic system. The new suspension gave a softer ride, but it also increased weight and production cost. In 1971, the original rubber suspension reappeared and was retained for
7884-717: The new Motability scheme. Reports of the Mini's imminent demise surfaced again in 1980 with the launch of the Austin Mini-Metro (badging with the word "mini" in all lowercase). Faced with competition from a new wave of modern superminis like the Ford Fiesta , Renault 5 , and Volkswagen Polo , the Mini was beginning to fall out of favour in many export markets, with the South African, Australian, and New Zealand markets all stopping production around this time. Buyers of small cars now wanted modern and practical designs, usually with
7992-516: The occasion and to publicise the recent upgrades to the model. This marked the start of a turnaround in the Mini's fortunes. Basic models such as the City and the City E (using the economy-tuned drivetrain from the Metro HLE) filled in the bottom of the Austin-Rover range and still found buyers who wanted a compact city car that was easy to park and cheap to run. Low purchase and running costs also made
8100-505: The omission of lead sealing from body joints (£2.40 per car), removing provision for optional reversing lamps (£0.10) and "changes in body finish" (£0.75). Rebuilding the Cowley plant to include "new automated body building facilities" saved £2.00 in transport costs per car for bodies that no longer needed to be transported from the corporation's Swindon plant and in the longer term further transport costs were saved by concentrating assembly of
8208-625: The original Metro would also be replaced. With the larger Metro being redesigned in 1990 to take the new K-Series engine, the Mini became the sole recipient of the classic A-Series engine with transmission-in-sump layout. The engine mounting points were moved forward to take 1275-cc power units, and includes the later Horizontal Integral Float version of the SU carb , and also the single-point fuel-injection version, which came out in November 1991. The 998-cc power units were discontinued. Early, carburetted Coopers had
8316-460: The original shelf, internal bonnet release. Introduction of airbag on driver's side. The basic Mini was the 1.3i, the other model in the range being the Mini Cooper. The end of production in October 2000 not only signalled the end of original Mini production after 41 years, but also brought about the demise of the 1275-cc engine which had powered the Mini and numerous other BL/BMC/ARG cars for more than 35 years. The Metro had ceased production two and
8424-702: The productive businesses of the Nuffield Organization , owned MG , Riley , and Wolseley . The agreed exchange of shares in Morris or Austin for shares in the new holding company, BMC, became effective in mid-April 1952. In September 1965, BMC took control of its major supplier of bodies, Pressed Steel , acquiring Jaguar's body supplier in the process. In September 1966, BMC merged with Jaguar Cars. In December 1966, BMC changed its name to British Motor Holdings Limited (BMH). BMH merged, in May 1968, with Leyland Motor Corporation Limited , which made trucks and buses and owned both Standard-Triumph International Limited and
8532-715: The public on 26 August 1959. Some 2,000 cars had already been sent abroad and were displayed that day in almost 100 countries. The key dimensions were: The first example, a Morris Mini-Minor with the registration 621 AOK, is on display at the Heritage Motor Centre in Warwickshire. Another early example from 1959 is on display at the National Motor Museum in Hampshire . The Mini was marketed under BMC's two main brand names, Austin and Morris, until 1969, when it became
8640-494: The remaining life of the Mini. From October 1965, the option of the unique Automotive Products designed four-speed automatic transmission became available. Cars fitted with this became the Mini-Matic. Slow at the outset, Mark I sales strengthened across most of the model lines in the 1960s, and production totalled 1,190,000. Ford purchased a Mini and dismantled it to see if they could offer an alternative. Ford determined that
8748-491: The rubber cone suspension of the original Minis.) In 1969, the simple name Mini completely replaced the separate Austin and Morris brands. In April 1974, a heater became standard equipment on the entry-level Mini 850, as well, having by then already been included in the standard specification of the other models for some time. In the late 1970s, Innocenti introduced the Innocenti 90 and 120 , Bertone -designed hatchbacks based on
8856-404: The rubber cone system gave a raw and bumpy ride accentuated by the woven-webbing seats, but the rigidity of the rubber cones, together with the wheels' positioning at the corners of the car, gave the Mini go kart -like handling. Initially, an interconnected fluid system was planned, similar to the one that Alec Issigonis and Alex Moulton were working on in the mid-1950s at Alvis. They had assessed
8964-680: The same ADO number. Given the often complex badge-engineering that BMC undertook, it is common amongst enthusiasts to use the ADO number when referring to vehicles which were a single design (for example, saying 'The ADO15 entered production in 1959'- this encompasses the fact that when launched, the ADO15 was marketed as the Morris Mini Minor and, later, the Austin Seven—soon replaced with Austin Mini). The ADO numbering system did continue for some time after
9072-406: The seats. The fixed rear parcel shelf contributed to the rigidity of the body shell, although it did preclude fitting the ADO15 with a hatchback . The boot lid was hinged at the bottom so that the car could be driven with it open to increase luggage space. On early cars, the number plate , together with its light, was hinged at the top so that it could swing down to remain visible when the boot lid
9180-499: The services of an external stylist. As well as the car manufacturing arms, the company had its own printing and publishing firm, the Nuffield Press , inherited from the Morris Motors group. In 1958, BMC hired Battista Farina to redesign its entire car line. This resulted in the creation of three "Farina" saloons , each of which was badge-engineered to fit the various BMC car lines. The compact Farina model debuted in 1958 with
9288-421: The structural body panels were welded to the top of the single floor pressing, but this caused major problems with water entering the cabin and was quickly changed in the first months of production. Early prototypes were fully unitary in construction, but the cars broke apart under the high loads from the large lever ratios used with the rubber cone suspension. The design was changed to use steel subframes to carry
9396-557: The summer of 1991, 21 years after the fibreglass Mini built in Chile was produced, another fibreglass bodied Mini again entered production, this time in Venezuela. The producer, Facorca, intended to sell the car in the Caribbean and Central America, and also had plans for Brazilian assembly. This was the final version, twin point injection with front-mounted radiator. Full-width dashboard replaces
9504-455: The team that developed the Mini included John Sheppard (who had worked with Issigonis at Alvis), Jack Daniels (who had worked with Issigonis on the Morris Minor), Chris Kingham (also from Alvis), Charles Griffin (from Cowley), Vic Everton (from the body—jig shop), Ron Dovey (who built the bodies), Dick Gallimore (who laid out the experimental bodies), and George Cooper (whose job was to check
9612-526: The thousands of drawings required for production could be produced. In August 1959 the car was launched as the Morris Mini Minor and the Austin Seven, which soon became known as the Austin Mini. In later years, the car would become known simply as the Mini . Due to time pressures, the interconnected suspension system that Issigonis had planned for the car was replaced by an equally novel, but cruder, rubber cone system designed by Alex Moulton . The Mini went on to become
9720-408: The transmission separately enclosed rather than using the engine oil and mounted directly onto the end of the crankshaft, but with unequal length driveshafts. The radiator was mounted at the left side of the car so that the engine-mounted fan could be retained, but with reversed pitch so that it blew air into the natural low pressure area under the front wing. This location saved vehicle length, but had
9828-564: The various Cooper and Cooper S models. The Mini entered into popular culture in the 1960s with well-publicised purchases by film and music stars. The Cooper S version was also used by some British police forces as both a uniform and plainclothes car. The Mark II Mini was launched at the 1967 British Motor Show , and featured a redesigned grille, a larger rear window and numerous cosmetic changes. A total of 429,000 Mk II Minis were produced. A variety of Mini types were made in Pamplona , Spain, by
9936-512: The working classes; in contrast to the Mini which was a spartan design. Issigonis often commented to friends and colleagues that the Austin 1800 (ADO17) was the design he was most proud of, even though it never was as commercially successful as his three preceding designs. Issigonis officially retired from the motor industry in 1971. Although he continued working until shortly before his own death in 1988 at his house in Edgbaston , Birmingham. He
10044-452: Was a British-Greek automotive designer . He designed the Mini , launched by the British Motor Corporation in 1959, and voted the second most influential car of the 20th century in 1999. Issigonis was born on 18 November 1906 in the Ottoman port city of Smyrna , the only child of Constantine Issigonis and Hulda Prokopp. His paternal grandfather, Demosthenis, had migrated to Smyrna from
10152-409: Was a tendency of loyalty to a particular marque and marques appealed to different market segments. This meant that marques competed against each other in some areas, though some marques had a larger range than others. The Riley and Wolseley models were selling in very small numbers. Styling was also getting distinctly old-fashioned and this caused Leonard Lord, in an unusual move for him, to call upon
10260-855: Was also adapted for larger subcompact designs. This distinctive two-door car was designed for BMC by Sir Alec Issigonis . It was manufactured at the Longbridge plant in Birmingham, England located next to BMC's headquarters and at the former Morris Motors plant at Cowley near Oxford, in the Victoria Park/Zetland British Motor Corporation (Australia) factory in Sydney , Australia, and later also in Spain ( Authi ), Belgium, Italy ( Innocenti ), Chile, Malta, Portugal, South Africa, Uruguay, Venezuela, and Yugoslavia ( IMV ). The Italian version of
10368-491: Was altered. The basic Mini 850 (which had featured in various forms since the original launch 20 years before) was withdrawn. Its place was taken by two models at slightly lower and slightly higher price points. The new base model was the Mini City, with black-painted bumpers, an untrimmed lower facia rail, part-fabric seats and wing mirror and sun visor only on the driver's side, plus unique 'City' body graphics and boot badge. Above
10476-404: Was better than many other economy cars of the time. The suspension system, designed by Issigonis's friend Alex Moulton at Moulton Developments Limited , used compact rubber cones instead of conventional springs. This space-saving design also featured rising progressive-rate springing of the cones, and provided some natural damping, in addition to the normal dampers. Built into the subframes,
10584-684: Was cremated at the Lodge Hill Cemetery in nearby Selly Oak . On 15 October 2006 a rally was held at the Heritage Motor Centre in Gaydon, England, to celebrate the centenary of Issigonis's birth. There is a road named "Alec Issigonis Way" in the Oxford Business Park on the former site of the Morris Motors factory in Cowley, Oxfordshire . Issigonis was appointed a Commander of the Order of
10692-450: Was established in Spain to produce BMC cars under licence, its name was: 'AUTHI' -'Automoviles de Turismo Hispano-Ingleses' -'Spanish-English Tourism Automobiles'. The factory was in Pamplona, Navarra, Spain, and when the production of Austin and Mini cars was discontinued, Sociedad Española de Automóviles de Turismo ( SEAT ), owned by the state and some banks and industrial investors, purchased
10800-411: Was heard on his appointment to say: "We'll sharp sort this bloke Issigonis out!". Issigonis was nicknamed "the Greek god" by his contemporaries. Whilst he is most famous for his creation of the Mini, he was most proud of his participation in the design of the Morris Minor. He considered it to be a vehicle that combined many of the luxuries and conveniences of a good motor car with a price suitable for
10908-668: Was incorporated into BMC. In the 1950s and the 1960s, BMC set up 21 plants overseas, some as subsidiaries, and some as joint ventures, to assemble its vehicles. One was British Motor Corporation (Australia) which was established in 1953 at the Nuffield Australia site on the one-time Victoria Park Racecourse, Sydney . This facility went from a marshalling area for fully imported Morris cars (Austins were up until then being assembled in Melbourne from an earlier Austin Motors establishment), to
11016-521: Was later changed to "Austin-Morris Ltd" - reflecting the new Austin-Morris division of BLMC, with the BMC name subsequently disappearing from public view. Within the new conglomerate, the various marques were grouped together into two main divisions, based largely on the original BMC and LMC businesses; with the former mass market BMC marques becoming part of the Austin-Morris division of BLMC, whilst LMC stablemates Rover and Triumph joined Jaguar in
11124-634: Was later used on the MG Y-type . He worked on various projects for Morris through the war and towards its end started work on an advanced post war car codenamed Mosquito that became the Morris Minor , which was produced from 1948 until 1971. In 1952, just as the British Motor Corporation (BMC) was formed by the merger of Morris and Austin, he moved to Alvis Cars where he designed an advanced saloon with all-aluminium V-8 engine, and experimented with interconnected independent suspension systems. This prototype
11232-679: Was launched, also with the Hydrolastic suspension system, as the Austin 1800 in October 1964.The same principle was carried over for his next production car the Austin Maxi , However, by then he had become more aware of the cost considerations of vehicle manufacture and in service warranty costs which were crippling BMC. It certainly appeared by the Maxi development era that Issigonis wanted to "do his own thing" as cost cutting and development costs spiraled. He would instead research work on his Mini replacement
11340-426: Was never manufactured because its cost was beyond Alvis's resources. At the end of 1955, Issigonis was recruited back into BMC, this time into the Austin plant at Longbridge, by its chairman Sir Leonard Lord , to design a new model family of three cars. The XC (experimental car) code names assigned for the new cars were XC/9001 , for a large comfortable car, XC/9002 , for a medium-sized family car, and XC/9003 , for
11448-507: Was open. This feature was later discontinued after it was discovered that exhaust gases could leak into the cockpit when the boot was open. The Mini was designed as a monocoque shell with welded seams visible on the outside of the car running down the A and C pillars , and between the body and the floor pan. Those that ran from the base of the A-pillar to the wheel well were described as 'everted' (lit., 'turned outward') to provide more room for
11556-486: Was reduced to a new 848-cc capacity with a shorter stroke . This reduced power from 37 to 33 bhp and caused a significant drop in torque , so provided more realistic performance, especially when the ADO15 body was widened by 2 inches (5.08 cm) over the XC9003 prototype, which blunted the car's top speed while improving its stability and roadholding. Even so, the ADO15 had a top speed of 75 mph (121 km/h), which
11664-535: Was renamed Austin Mini in January 1962 and Mini became a marque in its own right in 1969. In 1980, it once again became the Austin Mini, and in 1988, just "Mini" (although the "Rover" badge was applied on some models exported to Japan). BMW acquired the Rover Group (formerly British Leyland ) in 1994, and sold the greater part of it in 2000, but retained the rights to build cars using the Mini name . Retrospectively,
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