Norwegian professional rally and rallycross driver Petter Solberg was born 18 November 1974 in Spydeberg in Østfold. He debuted in the World Rally Championship in 1998 and was signed by the Ford factory team in 1999. The following year, Solberg started his successful partnership with the Subaru World Rally Team.With the Subaru works team, Solberg finished runner-up to Marcus Grönholm in 2002 and then became the first Norwegian to win the drivers’ world title in 2003. In the following two seasons, he finished runner-up to Sébastien Loeb. Following Subaru’s withdrawal from the WRC at the end of the 2008 season, Solberg secured private backing to start the Petter Solberg World Rally Team and competed with aCitroën Xsara WRC and a Citroën C4 WRC. He switched to rallycross after the 2012 season.
British car designer Sir Alexander Arnold Constantine Issigonis, CBE, FRS was born 18 November 1906. He is remembered chiefly for the groundbreaking and influential development of the Mini, launched by the British Motor Corporation (BMC) in 1959. Issigonis went into the motor industry as an engineer and designer working for Humber and competed successfully in motor racing during the 1930s and 1940s, racing a supercharged “Ulster” Austin Seven, later fitting it with a front axle of his own design, leading to employment at Austin. This greatly modified machine was replaced with a radical special completed in 1939, constructed of plywood laminated in aluminium sheeting. The suspension was also of advanced design, with trailing arm front suspension attached to a steel cross-member, and swing axle rear, all with rubber springs made of catapult elastic. This car was remarkably light, weighing 587 lb. Austin supplied a “works” specification supercharged side-valve engine. Issigonis usually won, even when entered in the 1100cc class if there was no 750cc category.
Most events entered were sprints, but he also raced at circuits.In 1936, he moved to Morris Motors Limited at Cowley working on an independent front suspension system for the Morris 10, which was later used on the MG Y-type. He worked on various projects for Morris through the war then 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 Austin, he moved to Alvis Cars where he designed an advanced saloon with all-aluminium V-8 engine, and experimented with interconnected independent suspension systems. At the end of 1955, Issigonis was recruited back into BMC – this time into the Austin plant at Longbridge, 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 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 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 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.
With the creation of British Leyland in 1969 Issigonis became “Special Developments Director”. Issigonis (nicknamed “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. Issigonis continued working until shortly before his death in 1988 at his house in Edgbaston, Birmingham, and was cremated at the Lodge Hill Crematorium in nearby Selly Oak.On 15 October 2006 a rally was held at the Heritage Motor Centre in Gaydon, England, to celebrate the centenary of Sir Alec’s birth.There is a road named “Alec Issigonis Way” in Oxford Business Park on the former site of the Morris Motors factory in Cowley, Oxford