Sir Alec Issigonis - Revision history

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			[[Image:Issigonis250.jpg\|thumb\|right\|350px\|Sir Alec Issigonis]]
	'''Sir Alexander Arnold Constantine Issigonis''', CBE, FRS (November 18, 1906–October 2, 1988) was a Greek-British designer of cars, now remembered chiefly for the development of the [[Mini]], launched by the [[British Motor Corporation]] (BMC) in 1959.		'''Sir Alexander Arnold Constantine Issigonis''', CBE, FRS (November 18, 1906–October 2, 1988) was a Greek-British designer of cars, now remembered chiefly for the development of the [[Mini]], launched by the [[British Motor Corporation]] (BMC) in 1959.

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References

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	==References==		==References==
	* Gillian Bardsley ''Issigonis: The Official Biography'' (Icon Books Ltd, 2005) ISBN 1-84046-687-1		* Gillian Bardsley ''Issigonis: The Official Biography'' (Icon Books Ltd, 2005) ISBN 1-84046-687-1

			==See Also==
			{{MINI}}

	==External links==		==External links==

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External links

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	==External links==		==External links==
	*[http://www.designmuseum.org/design/index.php?id=98 Alec Issigonis Automotive Designer (1906–1988)] from the [[Design Museum]] in London		*[http://www.designmuseum.org/design/index.php?id=98 Alec Issigonis Automotive Designer (1906–1988)] from the Design Museum in London
	*[http://www.npg.org.uk/live/search/person.asp?LinkID=mp05435 Portraits of Alec Issigonis] from the [[National Portrait Gallery (London)]]		*[http://www.npg.org.uk/live/search/person.asp?LinkID=mp05435 Portraits of Alec Issigonis] from the National Portrait Gallery (London)

	==Notes==		==Notes==

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	Issigonis went into the motor industry as an engineer and designer working for [[Humber\|Humber]] and did some motor racing during the 1930s and 1940s. In 1936, he moved to the [[Morris Motor Company]] at Cowley working on an independent front suspension system for the [[Morris 10]]. The war prevented this design from going into production but it was later used on the [[MG Y\|MG Y Type]]. He worked on various projects for Morris through the war and towards its end started work on an advanced post war car codenamed ''Mosquito'' that became the [[Morris Minor]], which was produced from 1948 until 1971. In 1952, just as BMC was formed by the merger of Morris and the [[Austin Motor Company]], he moved to [[Alvis Cars]] where he designed an advanced saloon with all aluminium V-8 engine, and experimented with interconnected [[independent suspension]] systems. This prototype was never manufactured because its cost was beyond Alvis's resources.		Issigonis went into the motor industry as an engineer and designer working for [[Humber\|Humber]] and did some motor racing during the 1930s and 1940s. In 1936, he moved to the [[Morris Motor Company]] at Cowley working on an independent front suspension system for the [[Morris 10]]. The war prevented this design from going into production but it was later used on the [[MG Y\|MG Y Type]]. He worked on various projects for Morris through the war and towards its end started work on an advanced post war car codenamed ''Mosquito'' that became the [[Morris Minor]], which was produced from 1948 until 1971. In 1952, just as BMC was formed by the merger of Morris and the [[Austin Motor Company]], he moved to [[Alvis Cars]] where he designed an advanced saloon with all aluminium V-8 engine, and experimented with interconnected [[independent suspension]] systems. This prototype was never manufactured because its cost was beyond Alvis's resources.

	At the end of 1955, Issigonis was recruited back into BMC - this time into the Austin plant at Longbridge - by its chairman ~~[[Leonard Lord\|~~Sir Leonard Lord]], to design a new model family of three cars. The XC (experimental car) code names assigned for the new cars were ''XC/9001'' - for a large comfortable car, ''XC/9002'' - for a medium-sized family car, and ''XC/9003'' - for a small town car. During 1956 Issigonis concentrated on the larger two cars, producing several prototypes for testing.		At the end of 1955, Issigonis was recruited back into BMC - this time into the Austin plant at Longbridge - by its chairman Sir Leonard Lord, to design a new model family of three cars. The XC (experimental car) code names assigned for the new cars were ''XC/9001'' - for a large comfortable car, ''XC/9002'' - for a medium-sized family car, and ''XC/9003'' - for a small town car. During 1956 Issigonis concentrated on the larger two cars, producing several prototypes for testing.

	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 [[Mini\|Austin Se7en]]. 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 million cars. 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 1960's.		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 [[Mini\|Austin Se7en]]. 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 million cars. 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 1960's.

	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.		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.

	Issigonis (nicknamed [http://motoring.independent.co.uk/features/article301594.ece "The Greek god"] by his contemporaries) was elected as a Fellow of the [[Royal Society]] in 1967 and was awarded a knighthood in 1969. Whilst he is most famous for his creation of the Mini, he was most proud of his participation in the design of the Morris Minor. He considered it to be a vehicle that combined many of the luxuries and conveniences of a good motor car with a price suitable for the working classes - in contrast to the Mini which was a spartan mode of conveyance with everything cut to the bone.		Issigonis (nicknamed [http://motoring.independent.co.uk/features/article301594.ece "The Greek god"] by his contemporaries) was elected as a Fellow of the Royal Society in 1967 and was awarded a knighthood in 1969. Whilst he is most famous for his creation of the Mini, he was most proud of his participation in the design of the Morris Minor. He considered it to be a vehicle that combined many of the luxuries and conveniences of a good motor car with a price suitable for the working classes - in contrast to the Mini which was a spartan mode of conveyance with everything cut to the bone.

	Sir Alec officially retired from the motor industry in 1971, although he continued working until shortly before his death from Parkinson’s Disease in 1988 in his house at Edgsbaton, England.<ref>Lamotte, Claude. Père de l'Austin "Mini" Alec Issigonis est mort, Le Monde. Jeudi 6 octobre 1988, p. 30. accessed on October 7, 2006.</ref>		Sir Alec officially retired from the motor industry in 1971, although he continued working until shortly before his death from Parkinson’s Disease in 1988 in his house at Edgsbaton, England.<ref>Lamotte, Claude. Père de l'Austin "Mini" Alec Issigonis est mort, Le Monde. Jeudi 6 octobre 1988, p. 30. accessed on October 7, 2006.</ref>

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	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 [[Mini\|Austin Se7en]]. 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 million cars. 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 1960's.		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 [[Mini\|Austin Se7en]]. 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 million cars. 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 1960's.

	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.		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.

	Issigonis (nicknamed [http://motoring.independent.co.uk/features/article301594.ece "The Greek god"] by his contemporaries) was elected as a Fellow of the [[Royal Society]] in 1967 and was awarded a knighthood in 1969. Whilst he is most famous for his creation of the Mini, he was most proud of his participation in the design of the Morris Minor. He considered it to be a vehicle that combined many of the luxuries and conveniences of a good motor car with a price suitable for the working classes - in contrast to the Mini which was a spartan mode of conveyance with everything cut to the bone.		Issigonis (nicknamed [http://motoring.independent.co.uk/features/article301594.ece "The Greek god"] by his contemporaries) was elected as a Fellow of the [[Royal Society]] in 1967 and was awarded a knighthood in 1969. Whilst he is most famous for his creation of the Mini, he was most proud of his participation in the design of the Morris Minor. He considered it to be a vehicle that combined many of the luxuries and conveniences of a good motor car with a price suitable for the working classes - in contrast to the Mini which was a spartan mode of conveyance with everything cut to the bone.

	Sir Alec officially retired from the motor industry in 1971, although he continued working until shortly before his death from [[Parkinson’s Disease]] in 1988 in his house at [[Edgsbaton]], England.<ref>Lamotte, Claude. Père de l'Austin "Mini" Alec Issigonis est mort, Le Monde. Jeudi 6 octobre 1988, p. 30. accessed on October 7, 2006.</ref>		Sir Alec officially retired from the motor industry in 1971, although he continued working until shortly before his death from Parkinson’s Disease in 1988 in his house at Edgsbaton, England.<ref>Lamotte, Claude. Père de l'Austin "Mini" Alec Issigonis est mort, Le Monde. Jeudi 6 octobre 1988, p. 30. accessed on October 7, 2006.</ref>

	==Some of his cars==		==Some of his cars==

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References

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	==References==		==References==
	* Gillian Bardsley ''Issigonis: The Official Biography'' (Icon Books Ltd, 2005) ISBN 1-84046-687-1		* Gillian Bardsley ''Issigonis: The Official Biography'' (Icon Books Ltd, 2005) ISBN 1-84046-687-1

	*{{cite book \| author=Nahum, Andrew \| title=Alec Issigonis (Modern European Designers Series) \| publisher=Hyperion Books \| year=1988 \| id=ISBN 0-85072-172-5}}

	==External links==		==External links==

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References

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	==References==		==References==
	* Gillian Bardsley ''Issigonis: The Official Biography'' (Icon Books Ltd, 2005) ISBN 1-84046-687-1		* Gillian Bardsley ''Issigonis: The Official Biography'' (Icon Books Ltd, 2005) ISBN 1-84046-687-1
	*{{cite book \| author=Wood, Jonathan \| title=Alec Issigonis: The Man Who Made the Mini \| publisher=Breedon Books Publishing \| year=2005 \| id=ISBN 1-85983-449-3}}
	*{{cite book \| author=Nahum, Andrew \| title=Alec Issigonis (Modern European Designers Series) \| publisher=Hyperion Books \| year=1988 \| id=ISBN 0-85072-172-5}}		*{{cite book \| author=Nahum, Andrew \| title=Alec Issigonis (Modern European Designers Series) \| publisher=Hyperion Books \| year=1988 \| id=ISBN 0-85072-172-5}}

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	'''Sir Alexander Arnold Constantine Issigonis''', ~~[[Order of the British Empire\|~~CBE]], ~~[[Fellow of the Royal Society\|~~FRS]] ([[November 18]], [[1906]]–[[October 2]], [[1988]]) was a ~~[[Greece\|~~Greek]]-~~[[United Kingdom\|~~British]] designer of cars, now remembered chiefly for the development of the [[Mini]], launched by the [[British Motor Corporation]] (BMC) in 1959.		'''Sir Alexander Arnold Constantine Issigonis''', CBE, FRS (November 18, 1906–October 2, 1988) was a Greek-British designer of cars, now remembered chiefly for the development of the [[Mini]], launched by the [[British Motor Corporation]] (BMC) in 1959.

	== Biography ==		== Biography ==
	'''Alexander Arnold Constantine Issigonis''' was born into the Greek city of ~~[[İzmir\|~~Smyrna]] (now İzmir) in the [[Ottoman Empire]]. His grandfather Demosthenis Issigonis migrated to Smyrna from [[Paros]] in the 1830s and through the work he did for the ~~[[United Kingdom\|~~British]]-built ~~[[Turkish State Railways\|~~Smyrna-Aydın Railway]], in the engineering works that he had established, had managed to acquire British nationality. Demosthenis's son (Alec's father) Constantine Issigonis (Κωνσταντίνος Ισηγόνης), was born, with British nationality, in Smyrna in 1872. Constantine studied in England, and later, passed his love of all things English on to his son. Alec's mother, Hulda Prokopp, could trace her origins back to [[Württemberg]] (now part of [[Germany]]).		'''Alexander Arnold Constantine Issigonis''' was born into the Greek city of Smyrna (now İzmir) in the Ottoman Empire. His grandfather Demosthenis Issigonis migrated to Smyrna from Paros in the 1830s and through the work he did for the British-built Smyrna-Aydın Railway, in the engineering works that he had established, had managed to acquire British nationality. Demosthenis's son (Alec's father) Constantine Issigonis (Κωνσταντίνος Ισηγόνης), was born, with British nationality, in Smyrna in 1872. Constantine studied in England, and later, passed his love of all things English on to his son. Alec's mother, Hulda Prokopp, could trace her origins back to Württemberg (now part of Germany).

	Because Alec and his parents were British subjects, they were evacuated to Malta by ~~[[Royal Marines\|~~British Royal Marines]] in September 1922, ahead of the Turkish re-possession of Smyrna at the end of the [[Greco-Turkish War (1919-1922)]]. Following the death of his father in 1922, Alec and his mother moved to the ~~[[United Kingdom\|~~UK]] in 1923. Alec studied engineering at ~~[[University of Surrey\|~~Battersea Polytechnic]] in [[London]]. He failed his mathematics exams three times and subsequently called [[pure mathematics]] 'the enemy of every creative genius'.		Because Alec and his parents were British subjects, they were evacuated to Malta by British Royal Marines in September 1922, ahead of the Turkish re-possession of Smyrna at the end of the Greco-Turkish War (1919-1922). Following the death of his father in 1922, Alec and his mother moved to the UK in 1923. Alec studied engineering at Battersea Polytechnic in London. He failed his mathematics exams three times and subsequently called pure mathematics 'the enemy of every creative genius'.

	Issigonis went into the motor industry as an engineer and designer working for [[Humber ~~(car)~~\|Humber]] and did some motor racing during the 1930s and 1940s. In 1936, he moved to the [[Morris Motor Company]] at Cowley working on an independent front suspension system for the [[Morris 10]]. The war prevented this design from going into production but it was later used on the [[MG Y\|MG Y Type]]. He worked on various projects for Morris through the war and towards its end started work on an advanced post war car codenamed ''Mosquito'' that became the [[Morris Minor]], which was produced from 1948 until 1971. In 1952, just as BMC was formed by the merger of Morris and the [[Austin Motor Company]], he moved to [[Alvis Cars]] where he designed an advanced saloon with all aluminium V-8 engine, and experimented with interconnected [[independent suspension]] systems. This prototype was never manufactured because its cost was beyond Alvis's resources.		Issigonis went into the motor industry as an engineer and designer working for [[Humber\|Humber]] and did some motor racing during the 1930s and 1940s. In 1936, he moved to the [[Morris Motor Company]] at Cowley working on an independent front suspension system for the [[Morris 10]]. The war prevented this design from going into production but it was later used on the [[MG Y\|MG Y Type]]. He worked on various projects for Morris through the war and towards its end started work on an advanced post war car codenamed ''Mosquito'' that became the [[Morris Minor]], which was produced from 1948 until 1971. In 1952, just as BMC was formed by the merger of Morris and the [[Austin Motor Company]], he moved to [[Alvis Cars]] where he designed an advanced saloon with all aluminium V-8 engine, and experimented with interconnected [[independent suspension]] systems. This prototype was never manufactured because its cost was beyond Alvis's resources.

	~~[[Image:Miniprotoandsketch.jpg\|right\|thumbnail\|An XC/9003 prototype and an Issigonis sketch]]~~
	At the end of 1955, Issigonis was recruited back into BMC - this time into the Austin plant at Longbridge - by its chairman [[Leonard Lord\|Sir Leonard Lord]], to design a new model family of three cars. The XC (experimental car) code names assigned for the new cars were ''XC/9001'' - for a large comfortable car, ''XC/9002'' - for a medium-sized family car, and ''XC/9003'' - for a small town car. During 1956 Issigonis concentrated on the larger two cars, producing several prototypes for testing.		At the end of 1955, Issigonis was recruited back into BMC - this time into the Austin plant at Longbridge - by its chairman [[Leonard Lord\|Sir Leonard Lord]], to design a new model family of three cars. The XC (experimental car) code names assigned for the new cars were ''XC/9001'' - for a large comfortable car, ''XC/9002'' - for a medium-sized family car, and ''XC/9003'' - for a small town car. During 1956 Issigonis concentrated on the larger two cars, producing several prototypes for testing.

	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 [[Mini\|Austin Se7en]]. 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 million cars. 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 1960's.		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 [[Mini\|Austin Se7en]]. 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 million cars. 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 1960's.

	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.		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.

Red marquis at 08:21, 12 January 2007

2007-01-12T08:21:37Z

New page

'''Sir Alexander Arnold Constantine Issigonis''', [[Order of the British Empire|CBE]], [[Fellow of the Royal Society|FRS]] ([[November 18]], [[1906]]–[[October 2]], [[1988]]) was a [[Greece|Greek]]-[[United Kingdom|British]] designer of cars, now remembered chiefly for the development of the [[Mini]], launched by the [[British Motor Corporation]] (BMC) in 1959.

== Biography ==
'''Alexander Arnold Constantine Issigonis''' was born into the Greek city of [[İzmir|Smyrna]] (now İzmir) in the [[Ottoman Empire]]. His grandfather Demosthenis Issigonis migrated to Smyrna from [[Paros]] in the 1830s and through the work he did for the [[United Kingdom|British]]-built [[Turkish State Railways|Smyrna-Aydın Railway]], in the engineering works that he had established, had managed to acquire British nationality. Demosthenis's son (Alec's father) Constantine Issigonis (Κωνσταντίνος Ισηγόνης), was born, with British nationality, in Smyrna in 1872. Constantine studied in England, and later, passed his love of all things English on to his son. Alec's mother, Hulda Prokopp, could trace her origins back to [[Württemberg]] (now part of [[Germany]]).

Because Alec and his parents were British subjects, they were evacuated to Malta by [[Royal Marines|British Royal Marines]] in September 1922, ahead of the Turkish re-possession of Smyrna at the end of the [[Greco-Turkish War (1919-1922)]]. Following the death of his father in 1922, Alec and his mother moved to the [[United Kingdom|UK]] in 1923. Alec studied engineering at [[University of Surrey|Battersea Polytechnic]] in [[London]]. He failed his mathematics exams three times and subsequently called [[pure mathematics]] 'the enemy of every creative genius'.

Issigonis went into the motor industry as an engineer and designer working for [[Humber (car)|Humber]] and did some motor racing during the 1930s and 1940s. In 1936, he moved to the [[Morris Motor Company]] at Cowley working on an independent front suspension system for the [[Morris 10]]. The war prevented this design from going into production but it was later used on the [[MG Y|MG Y Type]]. He worked on various projects for Morris through the war and towards its end started work on an advanced post war car codenamed ''Mosquito'' that became the [[Morris Minor]], which was produced from 1948 until 1971. In 1952, just as BMC was formed by the merger of Morris and the [[Austin Motor Company]], he moved to [[Alvis Cars]] where he designed an advanced saloon with all aluminium V-8 engine, and experimented with interconnected [[independent suspension]] systems. This prototype was never manufactured because its cost was beyond Alvis's resources.

[[Image:Miniprotoandsketch.jpg|right|thumbnail|An XC/9003 prototype and an Issigonis sketch]]
At the end of 1955, Issigonis was recruited back into BMC - this time into the Austin plant at Longbridge - by its chairman [[Leonard Lord|Sir Leonard Lord]], to design a new model family of three cars. The XC (experimental car) code names assigned for the new cars were ''XC/9001'' - for a large comfortable car, ''XC/9002'' - for a medium-sized family car, and ''XC/9003'' - for a small town car. During 1956 Issigonis concentrated on the larger two cars, producing several prototypes for testing.

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 [[Mini|Austin Se7en]]. 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 million cars. 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 1960's.

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.

Issigonis (nicknamed [http://motoring.independent.co.uk/features/article301594.ece "The Greek god"] by his contemporaries) was elected as a Fellow of the [[Royal Society]] in 1967 and was awarded a knighthood in 1969. Whilst he is most famous for his creation of the Mini, he was most proud of his participation in the design of the Morris Minor. He considered it to be a vehicle that combined many of the luxuries and conveniences of a good motor car with a price suitable for the working classes - in contrast to the Mini which was a spartan mode of conveyance with everything cut to the bone.

Sir Alec officially retired from the motor industry in 1971, although he continued working until shortly before his death from [[Parkinson’s Disease]] in 1988 in his house at [[Edgsbaton]], England.<ref>Lamotte, Claude. Père de l'Austin "Mini" Alec Issigonis est mort, Le Monde. Jeudi 6 octobre 1988, p. 30. accessed on October 7, 2006.</ref>

==Some of his cars==
* 1948 [[Morris Minor]]
* 1959 [[Mini]]
* 1962 [[BMC ADO16]]
* 1964 [[BMC ADO17]]
* 1969 [[Austin Maxi]]

==References==
* Gillian Bardsley ''Issigonis: The Official Biography'' (Icon Books Ltd, 2005) ISBN 1-84046-687-1
*{{cite book | author=Wood, Jonathan | title=Alec Issigonis: The Man Who Made the Mini | publisher=Breedon Books Publishing | year=2005 | id=ISBN 1-85983-449-3}}
*{{cite book | author=Nahum, Andrew | title=Alec Issigonis (Modern European Designers Series) | publisher=Hyperion Books | year=1988 | id=ISBN 0-85072-172-5}}

==External links==
*[http://www.designmuseum.org/design/index.php?id=98 Alec Issigonis Automotive Designer (1906–1988)] from the [[Design Museum]] in London
*[http://www.npg.org.uk/live/search/person.asp?LinkID=mp05435 Portraits of Alec Issigonis] from the [[National Portrait Gallery (London)]]

==Notes==
<references />

[[Category:car designers|Issigonis, Alec]]
[[Category:British automobile designers|Issigonis, Alec]]
[[Category:British automotive engineers|Issigonis, Alec]]