CLASSIC MINI COOPER RESTORATION

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Design and development
1959 Morris Mini-Minor interior
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. Petrol was once again rationed in the UK, sales of large cars slumped, and the market for German bubble cars boomed, even in countries such as the United Kingdom, where imported cars were still a rarity. The Fiat 500, launched in 1957, was also hugely successful, especially in its native Italy.
Leonard Lord, the somewhat autocratic head of BMC, reportedly detested these cars so much that he vowed to rid the streets of them and design a 'proper miniature car'.[24] He laid down some basic design requirements - the car should be contained within a box that measured 10×4×4 feet (3.0×1.2×1.2 m); and the passenger accommodation should occupy 6 feet (1.8 m) of the 10-foot (3.0 m) length; and the engine, for reasons of cost, should be an existing unit.
Alec Issigonis, who had been working for 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.[25][26] 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. The team that designed the Mini was remarkably small; in addition to Issigonis, John Sheppard (who had worked with Issigonis at Alvis), Jack Daniels (who had worked with him on the Morris Minor), Chris Kingham (also from Alvis), two engineering students, and four draughtsmen worked on the project. Together, by July 1957, they had designed and built the original XC9003 prototype, which was affectionately named the "Orange Box" because of its colour. Leonard Lord approved the car for production on 19 July and XC9003 became project ADO15.
The Mini was marketed under BMC's two main brand names, Austin and Morris, until 1969, when it became a marque in its own right. The Morris version was known to all as "the Mini" or the "Morris Mini-Minor". This seems to have been a play on words: the Morris Minor was a larger, well known, and successful car that continued in production, and minor is Latin for "lesser", so an abbreviation of the Latin word for "least" - minimus - was used for the new even smaller car. One name proposed for the almost identical Austin version was Austin Newmarket, but it was sold as the Austin Seven (sometimes written as SE7EN in early publicity material - with the '7' using the letter V rotated anticlockwise so it approximated the number 7), which recalled the popular small Austin 7 of the 1920s and 1930s.
Until 1962, the cars appeared in North America and France as the Austin 850 and Morris 850, and in Denmark as the Austin Partner (until 1964) and Morris Mascot (until 1981). It was introduced in Australia as Morris 850 only (not "Austin"), and then later as Morris Cooper and Morris Cooper S versions, as well. The Morris name Mini (Mini-Minor) was first used for Austin's version by BMC in 1961 when the Austin Seven was rebranded as the Austin Mini, somewhat to the surprise of the Sharp's Commercials car company (later known as Bond Cars), who had been using the name Minicar for their three-wheeled vehicles since 1949. However, legal action was somehow averted, and BMC used the name "Mini" thereafter.
The Mark III Mini.
In 1969, the simple name Mini completely replaced the separate Austin and Morris brands.
Wikipedia
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