Despite the political upheavals the Issigonis family lived an affluent and comfortable life. Issigonis was maintained by his family so that he could pursue racing sport as a hobby. Issigonis went into the motor industry as an engineer and designer working for
Humber Limited. He competed successfully in motor racing during the 1930s and 1940s. Starting around 1930, he raced 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, the Lightweight Special, 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, of which the engine contributed 252 lb. By the time the chassis had been completed (hard labour; it was all done by hand, no power tools), Issigonis had moved to
Morris Motors Limited, but 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.
Morris Motors In 1936 Issigonis was given the opportunity to work for a leading motor manufacturer as suspension designer.
Morris Motors was based in Cowley near Oxford. 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 spiralled. He would instead research work on his
Mini replacement the 9X with its compact
transverse engine. He was also responsible for the development of the
Mini Moke, initially intended for military use, which later achieved cult status. With the creation of
British Leyland in 1969, new chairman
Lord Stokes quickly side-lined Issigonis and made him into what was termed "Special Developments Director", replacing him with Harry Webster as the new Technical Director (Small/Medium cars). Stokes was heard on his appointment to say: "We'll sharp sort this bloke Issigonis out!".
Acclaim as an engineer Issigonis was nicknamed "the Greek god" by his contemporaries. He continued working until shortly before his own death in 1988 at his house in
Edgbaston, Birmingham. He was cremated at the
Lodge Hill Cemetery in nearby
Selly Oak. ==Legacy==