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SIMCA 1000
Part 1 1961 - 1968
http://hometown.aol.com/simcamaniac/Simca1000HistoryPart1.html updated 22 Nov 06
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In Jul, 1956, Egypt's leader, Colonel Nassar nationalized the Suez Canal and for the next 15 years Europeans and European automakers were faced with the problem of gas shortages and expensive gas! Henri Theodore Pigozzi began to think of what was needed: a small car, lighter than the Aronde, as a new line of SIMCAs, but not to compete with the SIMCA 6 (Aronde). It should be like an evolution of the SIMCA 5 of the ‘30’s and ‘40’s, that 3CV, 2-door, 2-seat car that was so competitive with the Renault 4CV. But he wanted to be competitive with the slightly larger Dauphine, to be a sort of little sister to the Aronde. He named it “Projet 950”, for this is what he envisioned the engine size of the future car, with a weight of around 1430 lbs. At the same time, FIAT began work (for him) on the Project 122. And later, the link with Chrysler led to interest in an "American" styled version as well.
In the winter of 1959/1960, Fiat’s “Project 122” was dropped and only SIMCA’s own “Projet 950” continued to be developed. Several options were abandoned: the flat motor (a la Corvair) was dropped in favor of an ultra modern in line engine with a 5 main bearing crankshaft (unheard of in a small, economy engine at the time) with cross-flow carburetor. The robust engine was actually made so inexpensively, that more money could be dedicated to the transmission, and Porsche synchronizers were used, and four gears were specified (instead of three) once it was known that the future Super Dauphine (Renault R8) would have four!
In the Spring of 1960, prototypes of the “Projet 950” began rolling. The goal was to have cars available for launch in time for their preview at the Paris Auto Salon in October, 1961. Stylist Mario Boano was brought in to make a few last minute modifications. After a lot of reflection, the name Arielle was considered for the new car. It offered the advantage of recognition with the Aronde and the Ariane (but the name was already in use by a long-time English motorcycle manufacturer). In addition, it was determined that the names Aronde and Ariane were associated with relatively “old-fashioned” models. In the end, since the car was to compete in the “1000cc class”, then that is what the new Simca shall be named!
By 1961, SIMCA was the largest privately owned automobile manufacturer in France, producing cars, trucks and agricultural equipment. On 9 Feb 61, the last Vedette was produced at Poissy, and the renovations for 1000 production were begun. The assembly lines were begun to be dismantled and the new lines for the 1000 were installed. 9000 meters of conveyors and 500 new machines were installed. At the beginning of the Summer of 1961, the renovations were completed. In Jul 61, the always well informed "l'Auto Journal" carried the press release of the new SIMCA 5CV. On 27 Jul 61 at precisely 6:00 am, the very first SIMCA 1000 rolled off the line at the factory in Poissy. Whenever stocks of new 1000’s were parked, they were always done so as to be ahead of Arondes. On 6 Oct 61, the press had its introduction to the 1000 at Montlherey. On 10 Oct 61, the 1000 was introduced at the Paris Salon. The original 5CV (944cc) engine was used from 1962 through 1978.
By the first days of 1962, 250 Simca 1000’s were coming off the assembly line per day. The 1000 immediately conquered a broad section of the French market and by the end of 1962 had sold more than 160,000 specimens. The 1000 featured 4 wheel drum brakes, Gemmer worm and roller steering, 5.60 x 12 tires, wheelbase = 86.6”, length = 149.6”, width = 58.3”, height = 52.4”, front track = 49.2”, rear track = 48.4”, weight = 1,584lbs. From 1962 – 1968 the 1000 used the “motor 315”, a 5CV, 944cc engine with bore and stroke of 68mm x 65mm, compression ratio of 7.8:1, 45hp SAE @ 5000 rpm and a top speed of 75mph. The ultra low frills Simca 900 used the same engine, during it’s production from 1963 to 1965. In Jan 62, "L'Automobile" tested the 1000 against its natural rival, the Renault Dauphine Gordini. In March 62, the Coupe 1000 Bertone and the SIMCA Abarth were shown at the Geneva Salon. Carlo Abarth created the SIMCA-Abarth 1150 by increasing bore and stroke of the 944cc engine to 69mm x 76mm which raised the displacement to 1136cc The cars were introduced in four stages of development:
SIMCA-Abarth 1150 55hp din 94mph (base)
SIMCA-Abarth 1150 S 58hp din 97mph (radiator moved to the front)
SIMCA-Abarth 1150 SS 65hp din 100mph (1-2bbl Solex carb)
SIMCA-Abarth 1150 Corsa 85hp din 106mph+ (2-2bbl Weber carbs)
In Jul 62, eight months after the launch of the SIMCA 1000, the (956cc) Renault R8 was introduced, promising to be a redoubtable rival to the 1000. The R8 was based on the Dauphine chassis and powertrain, but the styling was updated and boxy. The four doors provided very narrow openings to the comfortable seats, and the back door windows slid open, they did not roll down. The engine was carried at the rear, and the radiator was located forward of the engine, as in the SIMCA 1000. After a few years, Renault moved all of their rear-engined cars' radiators to the far rear of the car, having perfected their analysis of the dynamics of the air intake necessary for adequate cooling.
By 1963, SIMCA had already firmly penetrated the international market and, although being much younger than its competitors, it constituted one of the big 4 of the French car industry, with Renault. Citroen and Peugeot. The SIMCA 1000 began to evolve and mature. Power rose from 34hp din @ 4800 rpm to 39hp din @ 5200 rpm. This was equivalent to 50hp SAE. Top speed reached 81mph, impressive for a 5CV car. The fuel tank capacity was increased from 8.25 to 9.3 gallons. The SIMCA 900 was introduced at 5,950 new francs (vs 6,490 NF for the basic 1000, 6,750 NF for the 1000 GL and 12,000 NF for the Coupe 1000). It had no bumper guards, painted headlight rims, a dreary lack of brightwork and slightly better fuel economy. At the opposite end, the SIMCA 1000 GL (Grand Luxe) was introduced and was distinguished by its metallic paint, chrome side trim, “GL” badges and cream naugahyde interior trim and seats. The SIMCA 1000 enjoyed very good sales against the Renault R8 and was the most exported French car. The SIMCA 1000 was especially successful in Italy, which produced no light, four door cars at the time. In Feb 63, Chrysler took control of SIMCA (64%) and the Rootes Group in England. Soon after the Chrysler takeover, all cooperative links with FIAT were severed. On 30 May 63, Georges Hereil, former president of Sud Aviation replaced Henri Theodore Pigozzi as the head of SIMCA. Sales of the Coupe 1000 began slowly. Production Total: 168,554.
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New for 1964 were a slight increase in power for the SIMCA 1000 as well as front seat belt anchorage points. The recent introduction of the 1300-1500 took a lot of energy for SIMCA. The success of the SIMCA 1000 GL was partially at the expense of the 900 and the base 1000. In response to two years of the press’ preoccupation with the 1000’s vague steering and unpredictable directional stability, many tests were made between 20 Nov 63 and 10 Feb 64 which led to refinements in 1965 and 1966. At the same time, work began on Projet 928, or VLBB (Voiture Legere Berline Break), the future 1100. All of the energy spent on this project led to the demise of the accord with Abarth, ironically, just when Gordini was working his magic on the Renault R8. Relatively mediocre results at LeMans in 1962 also helped lead to the end of the SIMCA-Abarth adventure. Even before the first prototype was rolled out, it was decided that the 1000 should be marketed in the United States. Pigozzi envisioned the 1000 to be a worthy competitor to Volkswagen and Renault on these shores, and the 1000 (restyled slightly by Bertone) made the trip for the first time in 1964. The 1000 was a relative success in the US, but never was serious competition for the Beetle, which remained a strong seller into the 1970’s after the Simca 1000 had left our shores. On 18 Nov 64, SIMCA lost its founder, Henri Theodore Pigozzi. Total Production = 136,106
In 1965, Georges Hereil, President and Director General succeeded "Mr. SIMCA", the very charismatic Henri Theodore Pigozzi. Georges Hereil affirmed at a press conference that SIMCA, though under American control, would remain a French manufacturer. The SIMCA 1000 began to benefit from all of the press tests of the previous year. A new level, the GLS (Grand Luxe Super) was introduced. It featured special, full wheel covers, breathable, Aeralon upholstery with reclining seat backs, better trim and chrome horn ring to compete with the new Renault R8 Major. The Coupe 1000 engine was worked over by Rodez, resulting in a top speed of 106mph. The rest of the 1000 line benefited from better interior ventilation and improved oil pump. The 1000 was a big success in Italy, Germany and Great Britain, even though Chrysler did not want the 1000 to compete with the Scottish-built Hillman Imp. In England, the GLS was equipped with a unique, wood trimmed dashboard. Since it’s official introduction in 1964, the U.S. version of the 1000 featured larger, 7" headlights, round front blinkers, set below and inboard of the headlights with a slim, horizontal chrome "grille" between them. The front bumper guards were moved outward, under the headlamps, so that they would not interfere with the relocated blinkers. The wide, chromed badge from the Coupe 1000 Bertone was set between the headlights. In Dec 65, la Societe SIMCA Automobiles is integrated with 22 other societies to become la Societe des Automobiles SIMCA. Total Production: 108,555
1966 brought a sales rebound. The 900 was dropped. The SIMCA 1000 L (6,200 FF) became the base model, an LS (6,600 FF) was introduced and the GL (6,900 FF) and GLS (7,350 FF) remained at the top of the line (but below, of course, the 12,000 FF Coupe 1000). 1966 - 1968 1000L & LS = 5CV, 944cc, 68mm x 65mm, 8.2:1, 50hp SAE @ 5200 rpm, 83mph. A totally new, horizontal dashboard was unveiled in 1966, complete with a linear speedometer, quite in vogue at the time. On the L and LS, the rear seat folded flat or was completely removable, (the removed seat-back could be placed inside the trunk) in order to help with the impracticality inherent in rear engined cars. Citroen was enjoying success with its Ami 6 Break, Renault with its R4 and Autobianchi with its Primula. Front vent windows were introduced on the GL and GLS. Two new automatic models are offered and they were offered only in metallic brown rosario: The SIMCA 1000 GLA and the SIMCA 1500 GLA. The Feredo semi-automatic transmission was offered on the 1000, not at all similar to the traditional Borg-Warner automatic used on the 1500 GLA. Instead, it was more similar to the scheme proposed years ago on the Renault Fregate Transfluide. The availability of this transmission helped sales in the cities. The automatics were available on other 1000 and 1500 models as an option. The 1966 SIMCA 1000 GLA Automatique was originally introduced as a separate model, but for one year only. Thereafter, the three-speed, Feredo semi-automatic transmission was optionally available in most 5CV models. The GL and GLS also had a glove box door, instead of a great opening at the end of the dashboard. The Chrysler Pentastar begins to make its appearance and year by year it would replace the SIMCA Swallow. On 1 Sep 66, SIMCA launched publicity operation "the Quality Guarantee": 2 years or 60,000 km on all models. Total Production rebounded to 133,951.
By 1967, SIMCA had become one of France's biggest firms, with well over ten million square feet of manufacturing space, over 24,000 employees and more than 6,500 dealers and service centers in 130 export countries. The SIMCA 1000 sedans did not evolve this year. In 1967, the Chrysler Pentastar appeared on the lower, right fender of every SIMCA, and at the front of the plant at Poissy, replacing the SIMCA Swallow. The 1000 faced more and more competition from the R8, R8 Major and the new R10. The Renaults were more economical and had four wheel disc brakes (vs the SIMCAs four wheel drums, uncommunicative steering and light weight suspension). The Renaults also benefited from the publicity surrounding brilliant performance of the R8 Gordini. In December, 1967, Harry E. Chesebrough director of planning of the European Products Group was also named director general of SIMCA and took authority for its technical direction, production and commercialization (sales). The duties of Georges Hereil were reduced as the "French politics of SIMCA" became the "European politics of Chrysler".
1968 was a difficult year for the 1000. Six years after its launch, the days of the light, rear-engined cars, such as the Beetle, R8, R10, FIAT 600 and 850 were numbered. Exports were surprisingly strong, however, to Germany, Italy and the Benelux. The success of the 1200S was not enough to boost sales of the entire line. The 1100 had just been introduced, but it was still felt that Simca needed a cheaper, entry-level vehicle, so the decision was made to entirely renovate the line for 1969. The original "315" motor would be replaced by the "349" motor, still with 944cc, but now made from the block of the 1100. This year, 43.6% of vehicles made at Poissy were the 1100, and only 25.7% were the 1000 (the other 30.7% was split between the 1300 and 1500 models). This mediocre percentage of 1000 models represents total production of 81,595 units. The 1968 U.S. model 1000 featured a larger, horizontal grille, more the size and shape of the French versions. Also featured, were an oversized chrome surround for the rear license plate, which included back-up lights, neatly set within the matte black fill-in. The back-up lights were required to satisfy US legal requirements, but it was determined that the two, round lights could not be installed correctly at the factory, so they were first “sub-assembled” to the black panel, and the assembled panel could then be neatly fitted to the space between the taillights. The front and rear bumpers were fitted with chrome overrider bars - in the front connecting the two bumper guards and in the rear reaching out from each bumper guard and wrapping around the corner, plus extra safety features.
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