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The British Motor Corporation came into existence in 1952 by the merging of two manufacturers, Nuffield Motors and Austin. Nuffield was known for its Morris line of vehicles, while Austin had its 'Seven' model line. The transition for the two manufacturers was difficult and had been forced out of necessity. After World War II, many vehicle manufacturers could not stay in business due to destroyed factories, recovering economies, strained resources, and lack of funds. Combining the two companies was a means to stay in business.
A fuel shortage was occurring. German engineers quickly adapted and began producing fuel-efficient vehicles. Examples include the Volkswagen Beetle. Leonard Lord, Chairman of BMC and former head of Austin, commissioned Sir Alec Issigonis to design a vehicle to compete with the German-made vehicles.
Alec Issigonis was a graduate of Battersea Technical College. After graduation he worked as a draftsman for a plethora of engineering projects. Later, he joined Morris Motors where he was tasked with creating and fitting suspensions to the Morris vehicles.
Issigonis was outfitted with requirements to create a fuel-efficient, affordable, safe vehicle capable of carrying four individuals including luggage. To save on development costs, it was requested that an existing BMC engine be used. What he created was a vehicle that sat atop of 10 inch wheels. By using smaller wheels there was little need for wheel wells.
The car was expected to carry four individuals; the combined weight of the passengers being greater than the entire vehicle. A suspension was needed that could accept this pay-load. With his prior experience creating and working with suspensions, Issigonis designed a rubber cone suspension.
A 950 cc, four cylinder, BMC engine was selected. It was mounted in the front and expected to power the front wheels, a system that was revolutionary at the time. Instead of mounting the engine longitudinally, it was place transversely. The transmission was place under the engine due to space constraints.
When Issigonis presented his designs and recommendations to Lord in 1958, changes were requested. Instead of the 950 cc engine, a 34 horsepower, 848 cc engine would be used, making the vehicle slower but more importantly, more safe. The other request was to make the vehicle two inches wider.
There were two versions of the car when it was first introduced on August 26, 1959. The only difference between the 1959 Austin and Morris versions was their badges.
John Cooper had designed vehicles that successfully won the Formula One championships in 1959 and 1960.
He proposed a marriage between his 1000 cc Formula Junior engine with the Mini. Lord approved the idea and in 1961 the Mini Cooper was born. It was fitted with a 997 cc engine producing 55 horsepower. Later, the Cooper S came into being with the advent of the 970 cc and the 1275 cc engine - the latter capable of 76 horsepower.
From 1964 through 1967 the little car dominated the Monte Carlo Rally. The car easily achieved these victories using a 91 horsepower engine.
Minis became more than just a practical car, they became a fashion statement. This, combined with their practicality, fuel efficiency, and success on the race track, created an overwhelming demand for the little car.
In the 1980's, the Mini was starting to loose momentum. Rover tried to revitalize the Mini brand by creating special editions. In all, there were more than 40 different editions created between 1980 and 2000.
A merger with British Motor Corporation and another company produced the Britsh Leyland Company. Later, it became Rover Group. Currently, it is owned by BMW.
In 2001, BMW introduced the MINI. The MINI currently has three Cooper models. Their main differences being the size of the engine and the horsepower rating. A convertible has also been included to the line-up.
A fuel shortage was occurring. German engineers quickly adapted and began producing fuel-efficient vehicles. Examples include the Volkswagen Beetle. Leonard Lord, Chairman of BMC and former head of Austin, commissioned Sir Alec Issigonis to design a vehicle to compete with the German-made vehicles.
Alec Issigonis was a graduate of Battersea Technical College. After graduation he worked as a draftsman for a plethora of engineering projects. Later, he joined Morris Motors where he was tasked with creating and fitting suspensions to the Morris vehicles.
Issigonis was outfitted with requirements to create a fuel-efficient, affordable, safe vehicle capable of carrying four individuals including luggage. To save on development costs, it was requested that an existing BMC engine be used. What he created was a vehicle that sat atop of 10 inch wheels. By using smaller wheels there was little need for wheel wells.
The car was expected to carry four individuals; the combined weight of the passengers being greater than the entire vehicle. A suspension was needed that could accept this pay-load. With his prior experience creating and working with suspensions, Issigonis designed a rubber cone suspension.
A 950 cc, four cylinder, BMC engine was selected. It was mounted in the front and expected to power the front wheels, a system that was revolutionary at the time. Instead of mounting the engine longitudinally, it was place transversely. The transmission was place under the engine due to space constraints.
When Issigonis presented his designs and recommendations to Lord in 1958, changes were requested. Instead of the 950 cc engine, a 34 horsepower, 848 cc engine would be used, making the vehicle slower but more importantly, more safe. The other request was to make the vehicle two inches wider.
There were two versions of the car when it was first introduced on August 26, 1959. The only difference between the 1959 Austin and Morris versions was their badges.
John Cooper had designed vehicles that successfully won the Formula One championships in 1959 and 1960.
He proposed a marriage between his 1000 cc Formula Junior engine with the Mini. Lord approved the idea and in 1961 the Mini Cooper was born. It was fitted with a 997 cc engine producing 55 horsepower. Later, the Cooper S came into being with the advent of the 970 cc and the 1275 cc engine - the latter capable of 76 horsepower.
From 1964 through 1967 the little car dominated the Monte Carlo Rally. The car easily achieved these victories using a 91 horsepower engine.
Minis became more than just a practical car, they became a fashion statement. This, combined with their practicality, fuel efficiency, and success on the race track, created an overwhelming demand for the little car.
In the 1980's, the Mini was starting to loose momentum. Rover tried to revitalize the Mini brand by creating special editions. In all, there were more than 40 different editions created between 1980 and 2000.
A merger with British Motor Corporation and another company produced the Britsh Leyland Company. Later, it became Rover Group. Currently, it is owned by BMW.
In 2001, BMW introduced the MINI. The MINI currently has three Cooper models. Their main differences being the size of the engine and the horsepower rating. A convertible has also been included to the line-up.
Considered to be the ‘World's Supreme Small Car', by the motoring press at the launch, the demand of the vehicle outstripped supply of the Morris Minor.
The Morris Minor was the first British car to ever reach a production rate of one million.
Originally called the Mosquito, the Morris Minor was introduced at the Earls Court Motor Show on September 20th, 1948. After the millionth Minor rolled off the production line on December 22nd 1960, the Morris Minor 1000 was introduced.
A total of 349 replicas were produced to the mark this auspicious occasion.
The Morris Minor was built by William Morris, (Lord Nuffield) of the Nuffield Organization. The same team that eventually designed the Mini, it was led by Alec Issigonis, who was proudest of his participation in designing the Morris Minor.
Originally tried and tested with 918cc side valve from the Series E Morris Eight, Issigonis had originally intended the Morris Minor to have a 800 cc and 1100cc flat four water, cooled enine.
The prototype name was originally classified the 'Mosquito' and together with Jack Daniels and Reg Job, they set out to create a completely new and innovative vehicle.
The most significant of Issigonis' decisions regarding the Morris Minor, was the decision to widen the vehicle by four inches.
Every prototype was a total of 57 inches wide, but the designer felt that this was too narrow, so he ordered one of the eight prototypes to be split down the middle.
Obviously there were serious design implications for the design team who were responsible for recalculating hundreds of dimensions. But the extra width did give the car an enhanced stability and road holding.
The flat strip running down the center of the bonnet is a tribute to the historic decision regarding the Morris Minors.
With unique features such as monocoque design rather than the traditional chassis/body, striking stylin lines, independent front suspension, small fourteen inch wheels and rach and pinion steering.
A vehicle that combined the luxuries and conveniences of a reliable motor vehicle with a price even the working class could afford. When compared to competitor products in the late 1940's, the Morris Minor excelled as a roomy vehicle with superior corning/handling characteristics.
Updated in 1956, the Minor 1000 had an engine with a increased capacity to 0.9 L (948 cc/57 in³). Replacing the two piece split windscreen, it now had a curved one-piece one and a enlarged rear window.
With an even larger engine, 1.1 L (1098 cc/67 in³) in 1962, the Minor 1000 could now achieve 77 mph. Aditional modifications included a new dashboard layout, a different heater, and a new larger tail/flasher with front side/flasher lamps.
The first British car to sell over 1,000,000 units, the Morris Minor was produced in 1961 to commemorate this event.
A limited edition of 349 two-door saloons was produced with distinctive lilac paintwork and a white interior. The models were designed with white and gold leather seats. Modified, the badge on the side of the bonnet read 'Minor 1,000,000' instead of the standard 'Minor 1000'.
Receiving another upgrade in 1962, the Minor 1000 now featured the 1098cc engine which improved power output. It aslo received a larger clutch, more improved heater and rear lights and larger drums on the front.
The Morris Minor was a limited sell in America, which may have been a result of internal politicking by inside manufacturer BMC (British Motor Corporation).
Produced in manufacturing plants at Cowley, Oxfordshire, over 1.6 million Morris Minors were produced and exported in numurous variations worldwide. Production of the Morris Minor continued until 1971 and has continued to remain a very collectible vehicle.
Because of the transatlantic styling that resembled a late 1940's Chevrolet, it eventually became a popular basis to build a hot rod on.
Unfortunately production declined. In 1969, production of the Tourer was ended with the Saloon line dropping out the following year. The final year for the Traveller and commercial versions was 1971.
By the end of its production , nearly 850,000 Minor 1000s were produced. Offically replaced by the Morris Marina, which replaced it o the Cowley production lines which in 1971 had mutated into the British Leyland Motor Corporation.
Lasting from 1948 to 1953, the original Minor MM series included a pair of 4-seat saloons, a convertible 4-seat tourier and a 2 and 4-door.
Among the best served classic, family sized car, the Morris Minor and 1000 continue to gain poplarity. The number of rebuilt and improved Morris Minors that are currently produced in Britain reflect its continuing status. Today it is updated with a more powerful engine and the replacement of the ‘original equipment' drum brakes with disc brakes.
Available in three different model variations, all models had significant differences though pretty much the same shape.
The series MM was available from September 1948 until February of 1953 and came with the 918cc sidevalve engine which was the least powerful of all Minor engines. It came with a split windscreen with tiny rear windows with headlights that mounted in the front grille. Originally the series MM was available in two door, before eventually in 4 door, and finally in ‘tourer' soft top / convertible form. This series is most likely the most expensive and sought after models.
The Series II was created when the old Morris side valve engine was ditched in favor of the more modern 803cc overhead valve from the Austin A30. This series lasted from 1952 to 1956.
Increasing the performance considerably, the Series two adopted the Austin gearbox in 1955. In May of 1953 the ‘Light Commercial Vehicles' were launched and each had separate chassis. Available in pick-up and van version, the Traveller was introduced in October 1953. It was in 1956 that the Minor was once again modernized. It was updated with a larger 948 cc engine, which now increased power output by 20%Elizabeth Johnson
The Morris Minor was the first British car to ever reach a production rate of one million.
Originally called the Mosquito, the Morris Minor was introduced at the Earls Court Motor Show on September 20th, 1948. After the millionth Minor rolled off the production line on December 22nd 1960, the Morris Minor 1000 was introduced.
A total of 349 replicas were produced to the mark this auspicious occasion.
The Morris Minor was built by William Morris, (Lord Nuffield) of the Nuffield Organization. The same team that eventually designed the Mini, it was led by Alec Issigonis, who was proudest of his participation in designing the Morris Minor.
Originally tried and tested with 918cc side valve from the Series E Morris Eight, Issigonis had originally intended the Morris Minor to have a 800 cc and 1100cc flat four water, cooled enine.
The prototype name was originally classified the 'Mosquito' and together with Jack Daniels and Reg Job, they set out to create a completely new and innovative vehicle.
The most significant of Issigonis' decisions regarding the Morris Minor, was the decision to widen the vehicle by four inches.
Every prototype was a total of 57 inches wide, but the designer felt that this was too narrow, so he ordered one of the eight prototypes to be split down the middle.
Obviously there were serious design implications for the design team who were responsible for recalculating hundreds of dimensions. But the extra width did give the car an enhanced stability and road holding.
The flat strip running down the center of the bonnet is a tribute to the historic decision regarding the Morris Minors.
With unique features such as monocoque design rather than the traditional chassis/body, striking stylin lines, independent front suspension, small fourteen inch wheels and rach and pinion steering.
A vehicle that combined the luxuries and conveniences of a reliable motor vehicle with a price even the working class could afford. When compared to competitor products in the late 1940's, the Morris Minor excelled as a roomy vehicle with superior corning/handling characteristics.
Updated in 1956, the Minor 1000 had an engine with a increased capacity to 0.9 L (948 cc/57 in³). Replacing the two piece split windscreen, it now had a curved one-piece one and a enlarged rear window.
With an even larger engine, 1.1 L (1098 cc/67 in³) in 1962, the Minor 1000 could now achieve 77 mph. Aditional modifications included a new dashboard layout, a different heater, and a new larger tail/flasher with front side/flasher lamps.
The first British car to sell over 1,000,000 units, the Morris Minor was produced in 1961 to commemorate this event.
A limited edition of 349 two-door saloons was produced with distinctive lilac paintwork and a white interior. The models were designed with white and gold leather seats. Modified, the badge on the side of the bonnet read 'Minor 1,000,000' instead of the standard 'Minor 1000'.
Receiving another upgrade in 1962, the Minor 1000 now featured the 1098cc engine which improved power output. It aslo received a larger clutch, more improved heater and rear lights and larger drums on the front.
The Morris Minor was a limited sell in America, which may have been a result of internal politicking by inside manufacturer BMC (British Motor Corporation).
Produced in manufacturing plants at Cowley, Oxfordshire, over 1.6 million Morris Minors were produced and exported in numurous variations worldwide. Production of the Morris Minor continued until 1971 and has continued to remain a very collectible vehicle.
Because of the transatlantic styling that resembled a late 1940's Chevrolet, it eventually became a popular basis to build a hot rod on.
Unfortunately production declined. In 1969, production of the Tourer was ended with the Saloon line dropping out the following year. The final year for the Traveller and commercial versions was 1971.
By the end of its production , nearly 850,000 Minor 1000s were produced. Offically replaced by the Morris Marina, which replaced it o the Cowley production lines which in 1971 had mutated into the British Leyland Motor Corporation.
Lasting from 1948 to 1953, the original Minor MM series included a pair of 4-seat saloons, a convertible 4-seat tourier and a 2 and 4-door.
Among the best served classic, family sized car, the Morris Minor and 1000 continue to gain poplarity. The number of rebuilt and improved Morris Minors that are currently produced in Britain reflect its continuing status. Today it is updated with a more powerful engine and the replacement of the ‘original equipment' drum brakes with disc brakes.
Available in three different model variations, all models had significant differences though pretty much the same shape.
The series MM was available from September 1948 until February of 1953 and came with the 918cc sidevalve engine which was the least powerful of all Minor engines. It came with a split windscreen with tiny rear windows with headlights that mounted in the front grille. Originally the series MM was available in two door, before eventually in 4 door, and finally in ‘tourer' soft top / convertible form. This series is most likely the most expensive and sought after models.
The Series II was created when the old Morris side valve engine was ditched in favor of the more modern 803cc overhead valve from the Austin A30. This series lasted from 1952 to 1956.
Increasing the performance considerably, the Series two adopted the Austin gearbox in 1955. In May of 1953 the ‘Light Commercial Vehicles' were launched and each had separate chassis. Available in pick-up and van version, the Traveller was introduced in October 1953. It was in 1956 that the Minor was once again modernized. It was updated with a larger 948 cc engine, which now increased power output by 20%Elizabeth Johnson
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31st Annual Ault Park Concours d'Elegance |
2006 Walnut Street Invitational Car Show in Shadyside |
 2005 Crown Royal Invitational Car Show on Walnut Street |
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| 31st Annual Ault Park Concours d'Elegance |
| 2006 Walnut Street Invitational Car Show in Shadyside |
| 2005 Crown Royal Invitational Car Show on Walnut Street |
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email me at hayabusagixxer@yahoo with if this is a positive or negative ground car please thank
Replies: 1 Tuesday, March 21, 2006 |
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Automobile information, history, and statistics from concept to production. | © 1998-2008 Conceptcarz.com
Automobile information, history, and statistics from concept to production. | © 1998-2008 Conceptcarz.com