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Alec Issigonis - Part V - the 9X

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Alec Issigonis - Part V - the 9X VOLUME 14, NUMBER 3 MA Y-JUNE 2009 INSIDE THIS ISSUE UPCOMING EVENTS CHAIRMAN’S BIT 2009 Fort Langley Run.....................1 Tue., July 7: Meeting 7 PM, Canadian It’s time to use our English cars! Celia ABFM Picnic a Success!..................9 Museum of Flight, Hanger #3, and I take off in the Morgan on June Alec Issigonis - Part V - the 9X ........2 Langley Regional Airport 16 for two weeks of touring with At the Wheel...................................10 Tue., August 4: Meeting 6:30 PM, MOGNW and the CIB of OECC. In Autojumble .....................................10 Stewart Historic Farm, 13723 July, MOGNW has a week-long tour Happy Birthday Morgan ...................6 Crescent Road, Surrey. Bring a following the Bellevue ABFM. In early HMCS Discovery Picnic ...................8 picnic and your English car to tour September it is Ken’s AGM tour on Laycock de Normanville Overdrive ..8 Crescent Beach and White Rock! the Island. Then VCBC has a tour to Restoration Fair in Saanichton.........5 Tue. September 1: Alistair Black Osoyoos that competes with the Special Services (a restoration Whistler run, so this year we’ll be shop), 176 St, Surrey Swedish! See you on the road! 2009 FORT LANGLEY RUN Steve Hutchens Photos by Walter Reynolds I thought I’d driven all of the roads around Fort Langley on one run or another, if not with OECC then with MOGNW. And I probably have. But if I have, I was wrong to think that there was nothing new yet to experience! From roads most of us are familiar with, Steve Diggins put together a masterpiece of a route. It was the most scenic Fort Langley Run ever. The turnout wasn’t the largest, but that didn’t deter us from having a great run. No one got lost, at least seri- ously, and the questions were stimulating. A good base of BC history and geography didn’t hurt. When we got to the end at the Fort Pub, I remarked to Bart Shaw about the great route and he had the same observation. We enjoyed a fine lunch at the Fort Pub and Grill then walked down to view LAMB’s St. George’s Day Brit- ish Car Show to see all of the beautiful cars. Oh, what a beautiful day! PARTICIPANTS: Malcolm and Barbara Tate (1970 Rover P6 2000) Bart and Audrey Shaw (1964 Triumph TR4A) Walter and Linda Reynolds (1968 Rover P6 2000) Alan and Mary Lou Miles (1962 Sunbeam Rapier Convertible) Steve Hutchens and Celia Obrecht (1962 Morgan Plus 4) Steve Diggins (organizer par excellence, 1958 Austin Westminster!) Alec Issigonis - Part V: The 9X Walter Reynolds Following on from the previ- sized car needed, but accepted that ous Issigonis articles, this article customers disagreed with his senti- deals with the Issigonis project ments. This was a large concession car, 9X. from Issigonis because, as described Alec Issigonis believed that in Issigonis Part 1, his philosophy the Mini, though a successful car, was to give customers what he could be bettered. The “bettered” thought they should have, rather vehicle became the 9X project than give them what they wanted. which, in turn, became his ‘swan- George Harriman was unable song’; his pre-retirement/pre- 9X mock-up design to offer Issigonis any commitment to employment end project that, in as built by Pininfarina production, confirming his earlier all its guises, never went into pro- condition to Issigonis, and because duction. one prototype produced (photo above BMH (BMC and Jaguar) were head- Following the development of the in mock-up and below in fully- ing rapidly towards a Leyland take- BMC 1100 and 1800 models, as well engineered form), now residing at the over, the likelihood of a huge invest- as his initial work on the Maxi, Issi- Gaydon British Motor Heritage Mu- ment to replace a successful, low- gonis turned his attention back to seum, is a testament to the Issigonis profit car, was remote. As it was, the Mini and how best to replace it. mastery of small car design. much of the final development of the By 1967, Issigonis took the rather Interior packaging was superior 9X was undertaken under Leyland unprecedented step of requesting to the Mini, and offered more front ownership. Once it became clear that that George Harriman allow him to and rear head and legroom, although there were many, many budgetary step down from his role as head of the driving position was similarly constraints, 9X production was be- new car development. This move compromised. The dashboard was coming a more remote possibility – a would allow Issigonis to concentrate classic Issigonis; an extremely thin pipedream, even. his efforts on creating a replacement fascia and strip speedometer, visu- Even so, this practically unoffi- for the Mini. Harriman didn’t like ally very similar to that of the Austin cial and small-scale effort by Issigo- the idea because it interfered with 1800 or similarly-styled Austin- nis and his team would suffer no Issigonis’ ability to help with the de- Morris JU van. compromises. Issigonis insisted that sign of the next generation of front the new car should possess an en- wheel drive cars. Reluctantly he tirely new chassis but with conven- agreed but stated that the develop- tional McPherson struts at the front ment program was not in BMC’s and a beam axle at the rear, moving mainstream development schedule, away from the Moulton fluid suspen- nor would there be any guarantee of sions that had worked so well on the funding for production. 1100 and 1800 models. Issigonis de- To help him in his work, Issigo- cided on the conventional set-up be- nis hand-picked a team of engineers; cause it was cheaper to produce, and all people that he trusted. He consid- he stated that it could be tuned to ered that by hand-picking his team, offer a softer and more compliant the creation process would be greatly The fully-engineered ride than the rather bouncy Mini. accelerated. By the start of 1968, and 9X prototype This change in direction proved that very much in the BMC background, Issigonis could go with a ‘template’ the 9X little car began to take shape. The styling of the 9X was smart design, if he thought that there were Working to the strictest set of and contemporary. It was penned by real benefits. goals, Issigonis managed to create a Fred Boubier and Syd Goble, with Issigonis chose to ‘go to town’ totally new car that owed nothing to some prototype building being per- with the 9X and ensured that it its predecessor. What emerged was a formed at Pininfarina. Like a true would have a new, lighter and more radical design. The 9X, as it was ‘70s car, it was squared-off in its out- efficient power unit. [See sidebar, called, was shorter than the Mini look. Visually, it was rather similar The 9X Engine.] (9ft. 8 in., vs. 10 ft. ¼ in.), and was to the Peugeot 104 (a car styled by The whole 9X package was de- also lighter. Due to some enlightened Pininfarina), and it would have fit signed with a view to simplicity of thinking, the 9X was also roomier into its anticipated market very well. assembly and low cost, benefiting not than the Mini. Importantly, the 9X also featured a only the manufacturer, but also the Even today, these facts seem hatchback – something that Issigonis customer through a low purchase almost impossible to believe, but the did not necessarily think a Mini- price. These aims would have been VOLUME 14, NUMBER 2 THE ROUNDABOUT PAGE 2 successfully met, as the 9X used an was a quantum leap amazing 42 per cent less separate over the Mini – thanks components than the Mini. The 9X to the passage of time, would prove to be the last fully de- and probably several signed car from Alec Issigonis and doses of hind-sight, it sadly, it was cancelled soon after the offered so much in the completion of the only fully- way of innovation, engineered prototype; the first victim that it would have of the BMH-Leyland merger. perhaps made the lar- ger super- Styling sketch for the 9X ADO16 facelift minis that which eventually lost out to the Allegro. appeared The design also bears a passing resemblance during the to the Autobianchi Primula, which, itself 1970s seem looked rather like an ADO16 hatchback too big to be (below, and built in Longbridge for the relevant. Australian market). The style was largely right, although it would Issigonis in the 9X prototype have undoubtedly showing that, unlike the original needed a front-end Mini, the side windows slid facelift to be truly enough to allow the driver to saleable. poke his head out for a better From a business view when reversing. perspective, British Leyland could ill- Following the creation of Brit- afford the 9X, when their small ish Leyland, a new management car sales were so healthy, team took control of Austin-Morris. whilst their larger cars were In the eyes of Donald Stokes, many suffering so much. The 9X of the financial problems encoun- could have been developed into tered by the entire corporation lay at a range to replace both the the door of Austin-Morris. As a re- Mini and the 1100/1300, but sult, ex-Triumph man George because of its cost and BLMC’s Turnbull was drafted in to run Aus- lack of funds, it needed to be tin-Morris, with the intention of im- prioritized, and that seems to proving profitability and efficiency. have happened! As it was, the 9X, as exceptionally While work was continu- designed as is was, would need a ing on the original 9X, some of great deal of investment to get into Issigonis’ team were working production (new engine, new body, on concept variations for 9X- new platform), and the original Mini based derivatives.
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