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This is Matt's Simca 1100 Page 1
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Welcome to Matt's Simca 1100 Page,
including the North American Simca 1204
and the Spanish Simca 1200
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In 1964, 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.
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. This said, he accepted the weight of the high directors from Detroit for the launch of the (6cv) 1100, (SIMCA's first front-wheel-drive car, a model which would become a huge success with over 2 million examples produced) knowing full well the advantages over conventional drive small cars, with very little competing makes, an Anglicized product.
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. 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.
Another renewal was marked in May, 1967 by the appearance of the 1100, a modern car with front-wheel-drive, transverse engine and a body with four doors and a hatchback. The introduction of the 1100 was the number one affair at SIMCA. It was initially available in 2 and 4 door hatchbacks (2 door LS = 7,750 ff, 2 door GL = 8,380 ff, 2 door GLS = 8,920 ff) and wagons (2 door LS wagon = 8,680 ff, 4 door GLS wagon = 9,380 ff). No more 2 door wagons after 1969, however. Features included front disc brakes, rack & pinion steering, 145 x 13 tires (155 x 13 wagons), wheelbase = 99.2”, length = 155.5”, width = 62.6”, height = 57.5”, front track = 53.7”, rear track = 51.6”, weight = 1914lbs (2-door), 1980lbs (4-door). The new 1118cc (6cv) engine produced 53hp (din) on the LS and 56hp (din) on the GL and GLS. The Ferodo, 3 speed semi-automatic transmission was offered. The 944cc, 5cv version was introduced later for the domestic market and realized only limited success. The 1100 was the first Simca to carry the hubcaps with the Chrysler pentastar motif. The following year, the new model was already the most produced SIMCA, followed by the 1000. 1968 production total: 138,242
By 1969, 43.6% of vehicles made at Poissy were the 1100, and 25.7% were the 1000. The LS models were now equipped with the 944cc (5cv) engine, with 44hp (din). GL and GLS prices were up to 9,595 ff and 9,995 ff. A 4 door GL wagon was added (9,995 ff). The 1100 Fourgonnette (8,490 ff) replaced last year’s Commerciale and featured simplified equipment and painted rear windows. The motor press at the time praised the 1204, often saying it was the best car you could buy in it’s class, and wondered why Chrysler kept it such a secret, and, therefore, why sales were so low! 1969 production = 146,095.
For 1970, the LS could be had with either 5cv (48hp din) or 6cv (60hp din) engine. The 2 door GLS price was now up to 10,360 ff. There were no more 2 door wagons. All 1100’s received a new dashboard, with round instruments, two for the LS and GL and 4 for the GLS. In June, 1970, the 1100 Special was introduced in 2 door (12,250 ff) and 4 door (12,650 ff) models. The Special carried the 7cv engine from the 1200S, of 1204cc and 75hp (din), and featured 2, 2bbl Weber carburetors and power assisted brakes. Long distance driving lights were built into the front grille. The interior featured improved Aeralon trim, in black, and the front seats received headrests. An electronic tachometer was built into the new dashboard, the steering wheel was sporty, with 3 spokes and there was a center console. Top speed for the Special was about 100mph, for the GL and GLS 86mph and for the LS 78mph. In May 70, Harry E. Chesebrough replaced Gwain H. Gillespie. As of 1 Jul 70, the Societe des Automobiles SIMCA no longer exists. Since acquiring 64% of SIMCA in 1963, Chrysler is now, by augmenting its participation, for all intents and purposes total owner (99.4%). The company was now, logically renamed Chrysler France, and lost forever was it's autonomy. 1970 production: 142,014.
On 31 Aug 71, Chrysler France replaces SIMCA. The new, "blocked" badges completely replace the individual S.I.M.C.A. letters on the cars now. The GL was gone and only the GLS 4 door remained at 11,195 ff. 1971 Production: 197,201.
The 1972 1100 was France’s best selling car. All models received a new, 3 spoke safety steering wheel. The Special received a new, 1294cc engine, with one 2bbl carburetor and 75hp (din). 1972 production: 260,835.
1973: All 1100’s received pollution controls on their engines. The Special was equipped with the dual horns from the Chrysler 180. The VF (Voiture Fourgonette) series was introduced in Jan 73 with the VF2 (10,695 ff). Cargo volume about 70 cubic feet and 1100 lb payload. The VF1 followed in 1974 (about 44 cubic feet cargo volume) (11,450 ff) and the VF3 in 1978 (eight inch raised roof, cargo volume about 80 cubic feet). The Pick-Up was introduced in Dec 75, and is SIMCA's first pick-up since the 1963 Aronde Intendante. About 70 cubic feet of cargo area and 1177 lb payload. Cargo length = 60" (77" with cargo door open), cargo width = 43". All VF models used LS trim for the passenger compartments. The Feredo semi-automatic transmission was not available with the pick-up. 1973 production: 296,984.
The 1974 1100 received revisions to the transmission and front suspension. The 1100TI was introduced, with the 82hp engine from the 1000 Rallye 2. Top speed was 105mph. The TI carried six headlights, two mounted below the front bumper, and two set into the matte black grille, as well as front and rear spoilers. The dashboard had six circular dials and the TI was available only in Sumatra Red. The 1100 Special wagon was introduced. In Feb, 1974, as a reaction to the gas shortage, the 1100LE (12,150 ff) and 1100GLE (13,450 ff) were introduced with LS or GLS trim and the 944cc (48hp din) engine from the 1000 LS. In Mar, 1974, the 1100 ES (Economique Special) (14,890 ff) was introduced with simplified “Special” trim and the 1118cc engine. Total 1974 production = 259,807.
1975 brought a new dashboard (with instruments grouped in front of the driver), flush outside door handles and enlarged taillights. The TI (17,900 ff) received new, 6 spoke alloy wheels. The 1975 1100 LX and 1976 GLX are the first 1100s to run on regular gas. Their 1118cc engines had reduced compression ratio (8.2:1), and horsepower was down from 60 to 54 (din) for a top speed of 84mph. The LX (Elix) 2-Door (14,495 ff) featured distinctive, broad side stripes. Both the LX and GLX end Jan 78. 1975 production = 193,189.
The calm year of 1976. All 1100’s received a new, smoother, quieter transmission. The 4 door GLS (19,870 ff) replaced the GLS and used the “regular gas” engine from the LX, but did not carry the distinctive side stripe. The 1100 Pick-up (15,450 ff) was introduced in Dec, 1975. 1976 production = 177,820.
1977: Gone were the 5cv and 7cv 1100’s (except the TI). The automatic transmission was still available on all models except the TI and the trucks. The 1100 AS (Affaires et Societes) (18.130 ff) was introduced in Dec 76, with LE trim, 2 doors, 2 seats and lower tax (20% vs 33%). The limited edition 1100 LX Special was introduced in April 1977 with special stripes, sunroof, rear wiper, tinted glass and Quartz Iodine headlamps. In mid 1977, Matra-Simca launched an wagon - the Matra-P12 better known as the Matra-Simca Rancho. This car was an excellent example of Matra's ability to spot a market niche and exploit it. The car was derived from the Simca-1100 , with torsion bars in front and rear, - the rear was made longer and stronger. The Horizon was introduced simultaneously in France (as the Chrysler-SIMCA Horizon) and in North America (as the Plymouth Horizon and the Dodge Omni) on 7 Dec 1977. Even though it was meant to replace the 1100, production of the 1100 continued for over four more years, especially since there were no "utility" version of the Horizon. 1977 production = 142,099.
For 1978, all 1100 models used the 6cv motor with 8.8:1 compression in order to run on regular gas. Beginning in Jan 1978, the 1100 line was reduced to only the LE and new 1100GLS (23,000 ff) models. The GLS used the 58hp GLX engine and was well equipped, including the seats from the 1100TI, rear wiper and a Super Confort version with velour upholstery. The 1100LE 2 door (18,980 ff) was the last 1100 passenger car available for less than 20,000 ff. The 1100 VF 3 was introduced. 1978 production = 72,695.
On 10 Jul 79, it was announced that "Chrysler Europe shall become the Talbot Groupe and that all Chrysler-SIMCA models (which controlled 11% of the French market) would become Talbot-SIMCAs".. All the 1100 trucks received the lower compression engines and ran on regular gas. 1979 production = 53,879.
On 1 Jan 80, the society Chrysler France changed its name to the society of Automobiles Talbot. Six months later, for model year 81, the name SIMCA was permanently abandoned, for the benefit of the sole remaining name, Talbot. Within a few years, all of the "Talbotized" SIMCAs became extinct. The Talbot-SIMCA 1100 wore a Talbot badge at the front and a SIMCA badge at the rear. The GLS wagon received front seat headrests. 1980 production = 41,664.
1981: The last of the Talbot 1100 sedans and wagons were produced for model year 1982. They were replaced by the Talbot Samba, but the commercial versions continued until the spring of 1985. The VF1 and VF2 could be adapted to run on LNG. 1981 production = 19,876.
1982 production = 12,796.
1983 production = 14,613.
1984 production = 8,703.
1985: The last of the 1100 commercial versions were produced, the VF, VF1, VF2 and Pickup in the spring. 1985 production = 3,496.
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