Miguel Sánchez
Analyzing Ferrari's potential market, it is difficult to think that Maranello has ever had too much concern about achieving a good selling price. However, like everything in this life there are unexpected exceptions. That's the way it is, in 1982 appeared the Turbo 208. A model only known by the most enlightened followers. Since neither that nomenclature nor the application of the turbocharger in a model of the eighties are recurring events in the history of Ferrari. So why was this strange model devised? Well, neither more nor less than to benefit from the important tax exemptions given in Italy at the time to vehicles with less than two liters in their cylinder capacity.
In this way, the exclusive Maranello house was interested in achieving a competitive sale price by presenting this interesting access model. Capable of compensating for the loss of almost a liter of displacement compared to the 328 thanks to the innovative action of the turbocharger. Obviously, given the fiscal circumstances of his birth in 208, he was not lavished outside of Italy. Being today a coveted piece for collectors. especially for being the first production Ferrari with turbo mechanics. In this way, if even the most representative performance brand in history used the lowered displacement as a method to create an access model, how could others not do it on a massive scale?
With this reflection in mind, it is difficult not to establish bridges with the history of the SIMCA 900. The simple and spartan brother of the popular SIMCA 1000, reaching production at the Villaverde plant in the early 1970s. A year in which the Barreiros family had already lost any ability to maneuver on its old facilities. Displaced by a Chrysler that came to take over 97,53% of the shareholding. For this reason, although the appearance of the SIMCA 900 was due to the particular prevailing tax system in the Spanish market, this was already a model created under the absolute aegis of Chrysler Europe.
MAKING MORE ACCESSIBLE WHAT IS ALREADY CHEAP
When Barreiros began producing the SIMCA 1000 for the Spanish market in 1965, this model represented an option just one step ahead of the eternal SEAT 600. In this way, thanks to its three-volume design Villaverde's popular utility put a vehicle suitable for travel within the reach of the average driver and, moreover, not lacking in a certain sinew. In fact, its mechanics benefited from the action of a transmission system tuned by Porsche Engineering.
Thus, although the SIMCA 1000 did not sell as much as Chrysler thought – Barreiros always had a more realistic approach – it became one of the undisputed protagonists in motorization in Spain. It's more, in 1970 Chrysler Europe decided to exploit the sportier side of the model in Spain with the presentation of the Simca Challenge. A one-make cup that served as a showcase for the GT and GT Rallye versions. However, even though this was very interesting, the company's directors perceived how the SIMCA 1000 could compete in yet another market niche.
Just the one that was below its most common versions. Going down to the field of urban utility vehicles such as the Authi-Mini 850 manufactured at the Landaben plant in Navarra or the 850 SEAT 1966. However, to reach this segment it was necessary to make a mechanical modification based on lowering the cylinder capacity. Specifically below 850 cubic centimeters, thus benefiting from various tax policies aimed at lowering the price of the sale of small urban models manufactured in national territory.
SIMCA 900, AN INTERIOR AS SIMPLE AS ITS MECHANICS
Willing to make mechanical changes in the Spanish version of the SIMCA 1000, the management of Chrysler Europe opted to match them with a new interior. All this seeking to lower the sale price to the minimum possible, making the SIMCA 900 a perfect option as a second car for day-to-day use in the city. Yes indeed, at the cost of a possibly too spartan character. And it is that, consulting catalogs and tests of the time, we can see how the instrumentation of the SIMCA 900 was impoverished compared to the rest of the range. A detail that was also seen in the simple and warm upholstery of scaby.
Of course, its interior continued to benefit from greater space for passengers as well as a larger trunk than that provided by its rivals. In addition, although the displacement had been reduced to 844cc, the engine's compression ratio of 9,5:1 managed to extract up to 40 hp at 6.000 rpm. Not inconsiderable performance for a vehicle that barely exceeded 700 kilos, making the SIMCA 900 a more capable option than that represented by the basic versions of the Mini or the 850. However, this had a negative reflection on consumption. More generous than it should be due to the nervous nature of an engine that easily revs up. Even more so when you consider how short the gears were on its Porsche-designed transmission.
However, altogether the SIMCA 900 was still a really interesting option for day to day. Of course, impossible to modify for more sporting intentions. Because its small displacement would be lukewarm to deal with the thrust of a more powerful carburetor. Anyway, that's what the GT and GT Rallye versions were for. Presented during the same weeks as the SIMCA 900, thus covering both market niches both above and below the more canonical SIMCA 1000.
Photos: Chrysler / Catawiki
