Editing Mini (section)

==Design and development==
[[File:Morris Mini interior 1959.jpg|thumb|right|1959 Morris Mini-Minor interior]]
[[File:Mini cross section.jpg|thumb|right|A cross-section shows how a Mini maximises passenger space.]]
The Mini came about because of a fuel shortage caused by the 1956 [[Suez Crisis]].<ref name="Greatcars">{{cite book |last=Coulter |first=Jeremy |title=The World's Great Cars |year=1989 |publisher=Marshall Cavendish |location=London |isbn=0-86283-726-X}}</ref> Petrol was once again rationed in the UK, sales of large cars slumped, and the market for German [[bubble car]]s boomed, even in countries such as the United Kingdom, where imported cars were still 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'.<ref>{{cite web|url=http://www.automobilemag.com/features/collectible_classic/0910_1959_2000_bmc_mini/index.html |title=1959–2000 BMC Mini&nbsp;– Classic Mini Cooper&nbsp;– Automobile Magazine |publisher=Automobilemag.com |access-date=11 October 2010 |url-status=dead |archive-url=https://web.archive.org/web/20100817094034/http://www.automobilemag.com/features/collectible_classic/0910_1959_2000_bmc_mini/index.html |archive-date=17 August 2010 }}</ref> He laid down some basic design requirements – the car should be contained within a box that measured {{convert|10|*|4|*|4|ft|m}}; and the passenger accommodation should occupy {{convert|6|ft}} of the {{convert|10|ft|adj=on}} length; and the engine, for reasons of cost, should be an existing unit.

[[Alec Issigonis]], who had been working for [[Alvis cars|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.<ref name="issigbio">{{cite book |last=Wood |first=Jonathan |title=Alec Issigonis: The Man Who Made the Mini |publisher=Breedon Books Publishing |year=2005 |isbn=1-85983-449-3}}</ref><ref>{{cite book |last=Nahum |first=Andrew |title=Issigonis and the Mini |publisher=Icon Books |year=2004 |isbn=1-84046-640-5 }}</ref> Issigonis had set out design projects for three cars – large and small family cars and 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, the team that developed the Mini included [[John Sheppard (car designer)|John Sheppard]] (who had worked with Issigonis at Alvis), [[William Daniels (automotive engineer)|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 the layouts).<ref name="TheGuardian">[https://www.theguardian.com/business/2004/dec/15/carindustry.science The Guardian, 15 December 2004, Obituary. Jack Daniels, He realised the vision of Alec Issigonis for the Morris Minor and Mini]</ref><ref>{{Cite web |last=Hurst |first=Ben |date=2015-04-22 |title=Tributes as last member of iconic Mini's design team dies |url=http://www.birminghampost.co.uk/business/manufacturing/tributes-last-member-iconic-minis-9096703 |access-date=2022-10-17 |website=Business Live |language=en}}</ref><ref name="golding">{{cite book |last=Golding |first=Rob |title=Mini |publisher=Osprey Publishing Limited |year=1979 |isbn=0-85045-314-3 |page=27}}</ref> Together, by July 1957, they had designed and built the original XC9003 prototype, which was affectionately named the "Orange Box" because of its colour.<ref name="reed1"/> Leonard Lord approved the car for production on 19 July and XC9003 became project [[Amalgamated Drawing Office|ADO15]].

The ADO15 used a conventional [[BMC A-Series engine|BMC A-Series]] four-cylinder, [[water-cooled]] engine,<ref name="ado15">{{cite web |url=http://www.mgcars.org.uk/carclub/sf020201.html |title=Engines of the ADO15 and family |publisher=Mgcars.org.uk |access-date=11 October 2010 |url-status=dead |archive-url=https://web.archive.org/web/20090207190240/http://www.mgcars.org.uk/carclub/sf020201.html |archive-date=7 February 2009 }}</ref> but departed from tradition by mounting it [[Transverse engine|transversely]], with 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 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 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&nbsp;cc A-Series unit, but this provided the ADO15 with performance far greater than its price and purpose required – a top speed of about {{cvt|80|mph|0}}. The engine was reduced to a new 848&nbsp;cc capacity with a shorter [[Stroke (engine)|stroke]]. This reduced power from 37 to 33&nbsp;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&nbsp;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 {{cvt|75|mph|0}}, which was better than many other [[economy car]]s of the time.

The [[suspension (vehicle)|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, 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 the mechanically interconnected [[Citroën 2CV]] suspension at that time (according to an interview by Moulton with ''[[Car Magazine]]'' in the late 1990s),{{Citation needed|date=March 2012}}<!--Again this apocryphal "interview by Moulton with ''[[Car Magazine]]'' in the late 1990s"! Which issue? Who was the interviewer? Some credibility, please! --> 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 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 [[cone|conical]] springs of solid rubber. These were compact, saving on intrusion into 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&nbsp;kg or 1300&nbsp;lb) and a fully laden one (just over 1000&nbsp;kg or 2240&nbsp;lb, or a 70% increase).

Ten-inch (254&nbsp;mm) wheels were specified, so new tyres had to be developed, the initial contract going to [[Dunlop Rubber|Dunlop]]. Issigonis went to Dunlop stating that he wanted even smaller, {{cvt|8|in|mm|0}} 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 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 the bins to carry the ingredients of his favourite drink, a [[Martini (cocktail)|dry martini]]<ref name="issigbio"/> 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 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 [[trunk (automobile)|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 [[vehicle registration plate|number plate]], together with its light, was hinged at the top so that it could swing down to remain visible when the boot lid 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-pillar|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 the front seat occupants{{Citation needed|date=May 2011}}. 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 kit]]s in overseas markets with only basic industry. Cars could be assembled with minimal use of [[Jig (tool)|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 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 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 the design and production of the Mini.

The Mini shape had become so well known that by the 1990s, [[Rover Group]]&nbsp;– the heirs to BMC&nbsp;– were able to register its design as a trademark in its own right.<ref>{{cite web|url=http://www.verymark.info/?page_id=2 |title=Trade Mark & Copyright Attorneys in Ashby-de-la-Zouch |publisher=Verymark.info |access-date=11 October 2010 |url-status=dead |archive-url=https://web.archive.org/web/20100805192734/http://www.verymark.info/?page_id=2 |archive-date=5 August 2010 }}</ref>
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