Simca 1000 GT Range
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Simca 1000 GT, the answer to the R8 TS from Chrysler Spain

When Chrysler Spain introduced its 1970 GT in 1000, it was not only launching an alternative to the R8 TS, but also beginning a sporting saga that continued with the 1971 GT Rallye and the 1976 Rallye.

Comparing the Simca 1000 with the Renault 8 is a common occurrence, as both were aimed at the same segment during the same period. Furthermore, both were French creations with their corresponding productions in Spain and, as if that were not enough, despite some obvious differences, both based their layout on the already extinct model. "all behind".

In short: both in the home market and in the export market, these two family companies born under the sign of a mass commercial vocation were destined to clash. However, what was not foreseen in their careers was the creation of sports variants not only successful in competition, but also capable of giving rise to two single-brand trophies in Spain: the Simca Challenge and the TS National Cup.

So, to be fair, Renault saw the sporting potential of its family car before Simca did, thus entrusting the preparer Gordini -of those not yet absorbed by the Régie Nationale- a version intended for young drivers of the Gordini Cup held for the first time in 1964.

However, as far as the more sober Spanish market is concerned, both the R8 assembled by FASA in Valladolid and the 1000 assembled by Barreiros in Villaverde -since 1970 Chrysler Spain upon the departure of Don Eduardo Barreiros - they curiously entered their production lines during the same month of the same year: December 1965.

FROM FAMILY TO SPORTS

In 1965, FASA began to have a new and expanded participation from Renault to the point of changing its name to FASA-Renault. Furthermore, this new financial situation brought with it some changes in strategy, including the use of competition in the service of advertising, something that was, at the time, quite unheard of for national production at the time.

At this point, Bernand Tramont - future Spanish rally champion in 1967 and 1968 - and Fernando Villaamil - sports director of FASA-Renault - raised not only the need to create an official team equipped with the Alpine, but also the possibility of organizing a single-brand cup in Spain, as was already done in France with the Gordini Cup.

However, this required the creation of a local variant of the R8 Gordini, so starting from the Sierra block with 1.108 cc seen in the R10, it reached 55 hp at 5.200 rpm for a weight of only 760 kilos mounting not only new exhausts but also a double carburettor while the compression rose to 9,5:1.

Simca 1000 GT
Here we see a French advertisement, so elements such as the rims differ from the Spanish Simcas.

Just the recipe needed to -without adding any changes to the chassis- launch the 1968 Renault 8 TS responsible for training quite a few promising motor racing drivers on the track of the recently inaugurated Jarama Circuit.

BEYOND THE FACTORY: THE ROLE OF THE PREPARATORS

Since the first units of the Simca 1000 hit the Spanish roads in early 1965, this was revealed to be one of the best bets for preparers of all kinds. Not in vain, the Nerve response Its engine added points, along with its low weight and moderate size - despite its four doors - when it came to breaking records in amateur rallies or improvised hill climb races.

Moreover, although it took a considerable amount of time for the factory to give credibility, “Sports”The Simca 1000 was a popular choice for a host of young aspiring drivers who took this small family car as the starting point for their forays into rallies and circuits.

In this sense, the anecdote referring to the beginnings of antonio zanini, when at the 1972 Las Cavas Rally he had a sensational performance in the rain, even getting ahead of some Porsches that were much more powerful than his simple Simca 1000 homologated for Group 2; at that time, just at the time when Pérez de Vargas had his eye on him for his subsequent contract with SEAT Competición saying that “This guy either kills himself or wins the rally, it's incredible".

Simca 1000
It was clearly a model born under family budgets.

Also, from the 1000 S of the Juncosa brothers -capable of delivering up to 130 HP- to the units prepared by sports car -protagonists of those first steps of Zanini in the national rally championship- each and every one of the entries in competition related to the Simca 1000 not only showed an evident mechanical interest but also a surprising solvency when it comes to facing the R8 TS and 1430 1600/1800 FU.

SIMCA 1000 GT, THE ANSWER TO THE R8 TS

That said, the truth is that all of this would have been much more difficult if Chrysler Spain had not taken a step forward in April 1970 by presenting the Simca 1000 GT. The first sports version of the model in Spain - two more were to arrive - this one incorporated the 1.204 cc block seen in the Spanish 1200 with five doors to reach 61 hp at 5.600 rpm fed by a Solex 34 carburettor.

Regarding the equipment, the new member of the Simca range incorporated a dashboard in imitation wood, a new and more sporty steering wheel, a double-outlet exhaust, a specific range of colours and two small supplementary headlights responsible for differentiating this version along with the corresponding logo on the front with the GT designation and a small checkered flag.

A series of new arrivals a priori more than enough to improve the small Simca 1000 in a sporting sense although, to be honest, incapable of solving problems that have been dragging on from the base.

Simca 1000 GT Road
Once again we see one of the French editions, in this case Rallye 2.

And this is not an Alfa Romeo Giulia, not at all. Far from it, the chassis of our protagonist does not take on the power increases so easily, and even less so the eventual sporting adaptations. So things being as they are, the Simca 1000 GT suffered from a poor stability while the direction is imprecise and “flamenco dancer"He didn't make things easy at a high pace either.

ADDRESSING THE PROBLEMS

After selling some 1.500 units of the Simca 1000 GT, Chrysler Spain presented the following year the second sporty evolution of the popular model: the 1000 GT RallyeAnd while we would love to say that the factory had taken careful note of the problems seen in its predecessor, the truth is that neither the chassis nor the steering received any substantial changes.

Because of this, according to evidence of the time Driving the Simca 1000 GT Rallye could become extremely complex for those who cannot - or do not want to - correct the direction of the vehicle, thus opening themselves up to the possibility of an eventual lack of grip.

Quite a contrast to the engine's verve, which yielded between 68 HP and 74 HP - equally reliable sources give us one value or another - thanks to a double-barrel Bressel carburettor without touching the 9,5:1 compression already seen not only in the R8 TS but also in the 1000 GT.

Simca 1000 GT Red

Also, the braking system - with discs at the front and drums at the rear - and the gearbox - designed in the consulting service of Porsche– were also far ahead of what we had seen in the steering and stability section. Without a doubt, a contrast capable of irremediably marking the Simca 1000 GT Rallye, which did not touch the base of its predecessor even though the power had been increased.

FLEE FORWARD

Despite what has been said, the Simca 1000 GT and GT Rallye were the most profitable for Chrysler Spain. In fact, thanks to them the brand acquired an obvious sport halo for the local context of the time, which was much more evident in the 1971 GT Rally when it was chosen to start the Simca Challenge single-make trophy.

That said, what almost no one could expect was the 1976 update - the year in which the R8 TS disappeared - in the form of the Simca 1000 RallyeThis time, there were some important modifications, lowering the rear suspension while increasing the negative camber of the drive wheels to gain in performance what it lost in comfort not demanded by its potential customers.

To this we had to add less soft shock absorbers and, above all, much more capable 5-inch wheels. All with a view to taking on the engine thrust, now with 1.294 cc to produce 63 hp in the factory configuration with a single carburettor; obviously the first thing to be easily changed in any sports tuning workshop.

Also, since February 1977 Chrysler Spain offered a kit for homologation in the Group 2 capable of reaching almost 108 HP. A more than respectable figure for that small family car born in the middle of the previous decade and that just that same year reached the end of its production in the Madrid assembly line based in Villaverde.

PD

Regarding the rumors of excessive overheating experienced in the 1000 Simca 1970 GT we have solid reasons to take them as what they are: hearsay based on urban legends and, perhaps, the occasional case of bad luck, outside the general rule or proper usage.

According to the steer axle truck Our opinion is not so clear, because it is true that some current good opinions are radically opposed to the bad - very bad - criticisms made in tests of the time such as that of the Simca 1000 GT Rallye in issue 737 of Auto Magazine, whose most notable paragraphs are reproduced in the exhaustive Engine Documents article relating to this second sporting evolution of the Simca 1000 in Spain.

Finally, we must point out how striking the lack of quality graphic materials relating to the Simca 1000 GT, GT Rallye and Rallye assembled in Villaverde is. In order to alleviate this situation - as well as to gather data on noteworthy units - we will launch the first call for our section next Monday "To all units!«. Stay tuned to your screens.

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Written by Miguel Sánchez

We have been writing for La Escudería for almost seven years now; a time in which we have analysed the classic car market, searched for rarities and tried to understand many technical aspects.

I'll stay on this side of the keyboard if you stay tuned on the other side of the screen.

PS If you would like to give me a Lancia or a Triumph I would be grateful, however I would be more excited if you would collaborate with the magazine.

Remember, even going against the much-vaunted spirit of vocation that reigns in the guild of editors, the truth is that a specialized press can only be sustained by professional journalists.

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