Editing Alec Issigonis (section)

=== The Mini ===
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 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 the best selling British car in history with a production run of 5.3&nbsp;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.<ref>{{Cite web |title=The Dewar Trophy |url=https://www.royalautomobileclub.co.uk/motoring/trophies-and-awards/the-dewar-trophy/ |access-date=2022-10-17 |publisher=Royal Automobile Club }}</ref> 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 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 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 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.<ref>{{Cite web |date=2021-12-29 |title=The Genuine MOKE® {{!}} Steer clear of imitations {{!}} Story |url=https://mokeinternational.com/about-us/ |access-date=2022-10-17 |archive-url=https://web.archive.org/web/20211229091014/https://mokeinternational.com/about-us/ |archive-date=29 December 2021 }}</ref>

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 was heard on his appointment to say: "We'll sharp sort this bloke Issigonis out!".{{Citation needed|date=August 2010}}