The Suez oil crisis quickly brought about petrol rationing, making small, economical cars amazingly popular. Sir Leonard Lord hated the influx of these new 'bubble cars'; "We must drive them off the streets by designing a proper miniature car," he said to his Chief Engineer, Alec Issigonis.
Issigonis immediately set about designing a small, practical and novel saloon car. There was no particularly new technology contained within the design as such, (and Lord had already instructed Issigonis to use the existing A Series engine), however the real genius lay in the layout of the components. His design was for a 10 foot long car which required only 2 foot for the engine, with the remainder being turned over to the passengers and their luggage.
This incredible feat of packaging was achieved by mounting the engine crossways in the engine bay and effectively putting the gearbox in the sump. A crucial component within the power-train was the Birfield-Rzeppa universal joint, (previously used in submarines' control gear). This joint in the drive shaft enabled the tiny 10 inch front wheels to move with the suspension, drive and steer at the same time.
All the work on the Mini was carried out at a furious rate, by a small team of engineers working with Issigonis translating his sketches and designs into engineering drawings. A wooden mock up was produced for Sir Leonard Lord's inspection in July of 1957; Only 4 months after he gave Issigonis the go-ahead. By October 1957, the first two prototypes were running, both painted bright orange.
In July the next year, Issigonis took Lord for a ride around Longbridge in a prototype Mini, and Lord was convinced, demanding that it be in production within 12 months. "I shall sign the cheques," he said encouragingly, "You get on with getting the thing to work."
Full mass production of the Mini kicked off on May 8th. By the launch date of August 26th several thousand Minis had been built and delivered to dealers far and wide. Costing UK£496, the car was launched in two versions, the Morris Mini-Minor and the Austin Seven, distinguished by different badges and grilles.
The car bristled with evidence of Issigonis' attention to detail; large door bins and a parcel shelf in front of the driver, and stowage under the rear seats allowed for plenty of luggage. A hinged number plate meant that the registration could be read when the boot was lowered so that the Mini could be driven with the boot down, allowing more luggage to be held.
It’s revolutionary design changed the face of the car industry forever. Winning the prestigious Monte Carlo rally three times, Mini set the pace throughout the sixties both as a race car and as a radical fashion statement.
May 2001