A 1959 Austin Seven, recently restored by BMW. Photos courtesy BMW Group.
Though designer Alec Issigonis couldn’t know it at the time, the compact and fuel-efficient commuter car he was tasked to produce by British Motor Corporation (BMC) president Leonard Lord would ultimately set the stage for generations of compact cars to come. Born over fears of fuel shortages stemming from the Suez Crisis of 1956, the Austin and Morris Mini would struggle to achieve sales success at launch before becoming one of the most iconic and influential cars of the 20th century.
When Egyptian President Gamal Abdel Nasser nationalized the Suez Canal in July 1956, Britain feared that access to Middle Eastern oil would soon be restricted, driving fuel prices through the roof. With wartime rationing fresh in his mind, and vexed by the influx of imported microcars from brands like BMW and Messerschmitt, Lord instructed Issigonis to begin work on a miniature version of his Morris Minor, one that used “minimal materials surrounding the minimum space necessary for four people.” Interpreting that order, Issigonis gathered four cafeteria chairs, four employees and a piece of chalk, laying out the exact space needed on the shop floor. Measurements came next, and Issigonis calculated that, excluding space required for the hood or trunk, such a vehicle would require 105 inches of length, 50 inches of width and 52 inches of height.
A conventional drivetrain arrangement, with the engine in the front driving wheels in the rear, would consume an undesirable amount of interior space, so Issigonis quickly determined that his new automobile would use front-wheel drive. An existing BMC A-series engine, displacing 848 cc and producing 33 horsepower and 44 pound-feet of torque, would be positioned transversely in the engine bay, with the radiator mounted inside the left front fender. This left no additional room for the transmission, and widening the car was simply not an option; instead, Issigonis opted to mount the transmission below the engine, allowing both to share a common sump for lubrication.
Instead of conventional coil or leaf springs, the Mini’s first four-wheel independent suspension relied upon rubber and metal cones that produced a rising spring rate, used in conjunction with conventional shock absorbers. The ride was on the firm side, but control was outstanding, which helped the Mini develop a reputation for race car-like handling. Initially, Issigonis wanted to used a Hydrolastic system that he’d worked on with Dr. Alex Moulton during his time at automaker Alvis, but a tight production deadline eliminated this from consideration. The Hydrolastic suspension would ultimately make it to the Mini, but not until the 1964 model year.
Tires proved to be a challenge for the design team, as Issigonis wanted to minimize wheel well intrusion on the passenger compartment. One of the car’s design parameters was a top speed of at least 70 MPH, which meant that conventional minicar tires of the day would prove inadequate. Ultimately, Dunlop agreed to produce tires that would fit the Mini’s 10-inch wheels and accommodate its published top speed. To rein the car in from maximum velocity, Issigonis opted to use four-wheel drum brakes, although Mini Cooper and Cooper S models would later adopt front disc brakes.
John Rhodes wheels a Mini Cooper S at Brands Hatch, 1966.
In July of 1958, Issigonis delivered the initial prototype to Lord, who reportedly spent all of five minutes driving the car in a factory parking lot. When the car pulled to a stop, the designer expected that the short test drive could only mean bad news; instead, Lord directed him to have the car in production within 12 months. Though the goal seemed impossible, Issigonis and his team managed to hit the mark, and the very first retail units were delivered to British Morris dealers (as the Morris Mini Minor) and Austin dealers (as the Austin Seven, or sometimes Se7en) in August of 1959.
As innovative as the Mini was, BMC also understood that price would play a role in its commercial success (or failure). In Britain, the Mini hit dealerships priced from £496 ($935), at a time when the dated Ford Popular, built to provide low-cost transportation for families, sold for £419 ($790). Instead of focusing on the Mini’s engineering or handling, early advertising emphasized the Mini’s inexpensive price point, which failed to resonate with consumers. Buyers shopping on price tend to shy away from innovation, while those seeking advancements in engineering don’t want to be seen in a “low cost” car; put another way, BMC’s marketing emphasis on price nearly doomed the Mini at launch.
A Mini Van, at the 50th anniversary celebration in 2009.
Instead, celebrities began to adopt the Mini for its ability to dart through London traffic and fit into the smallest of parking spaces. BMC also loaned 80 examples to journalists, and the car was quickly seen at every major automotive event in Britain. Suddenly, the Mini was everywhere, driven by the likes of Peter Sellers, Princess Margaret and the Beatles, and sales began to climb. As with any new design, early Minis exhibited their share of problems, and early adopters soon became accustomed to wet carpeting (caused by a subframe assembly error), clutch failures and transmission problems, but the Mini had personality on its side. Many owners adopted a near-parental attitude towards their cars, warts and all, and embraced the car’s faults as part of its charm.
Race car constructor John Cooper understood the car’s performance potential, and managed to acquire an early production model for testing. An engine swap boosted displacement to 997 cc, raising output to 55 horsepower and 55 pound-feet of torque, while Lockheed front disc brakes shortened stopping distances, compared to the stock Mini’s four-wheel drum brakes. Those given an opportunity to drive this car raved about its capabilities, and Cooper soon reached out to Issigonis to provide the 1,000 Minis necessary for homologation purposes. Issigonis denied the request, on the grounds that the Mini was never meant to be a performance car, but Cooper would not be deterred. Taking his case to BMC’s managing director, George Harriman, Cooper convinced him that a tuned Mini had great potential in showrooms and in competition, and the Mini Cooper was born.
1969 Riley Elf, one of the “upscale” Mini models.
The Mini Cooper went on sale in 1961, and began producing victories in competition almost immediately. In 1962, John Love captured the British Saloon Car Championship behind the wheel of a Mini Cooper, while Pat Moss captured the Ladies Award in the 1962 Monte Carlo Rally. An even more powerful Mini Cooper S model (initially equipped with a 1,071-cc engine making 70 horsepower and 62 pound-feet of torque) hit the market in 1963, and a Cooper S would go on to deliver the Mini’s best-known racing victory in 1964, when Paddy Hopkirk drove the car to a win at the Monte Carlo Rally. Timo Mäkinen would follow up with a win at the 1965 Monte Carlo Rally, and Rauno Aaltonen would do the same in 1967, helping to further the Cooper S model’s reputation as a “giant killer” in motorsports.
Evolving over the years, the original Mini remained in production until 2000, an impressive span of over four decades. Countless variants were produced, including panel vans (the Mini Van or Mini 98), station wagons (Mini Traveller, Mini Countryman), pickups, upscale saloons (the Wolseley Hornet and Riley Elf) and even a utility vehicle (the Mini Moke), which still enjoys its own dedicated global following. The Mini has accumulated a string of awards, too, including Autocar magazine’s “Car of the Century” and Classic & Sports Car magazine’s “European Car of the Century,” and with over 5.3 million Minis produced, it remains the best-selling British car of all time.
2000 Mini Mark VII, the final year of production.
Though the Mini was not the first car produced with a transverse-mounted engine and front-wheel drive, it did set the stage for generations of passenger cars to follow. Its less-is-more philosophy was also embraced by rival automakers, who viewed the Mini’s success as proof that consumers could willingly embrace cars that were both small in stature and missing any trappings of luxury. Though the latest generation of fuel-efficient subcompacts may look nothing like the Mini, and may come with far more amenities than Alec Issigonis ever dreamed of, there’s still a bit of Mini DNA beneath the hood of every one.