| Simca Poissy engine | |
|---|---|
 | |
| Overview | |
| Manufacturer | Simca |
| Also called | 1100 |
| Production | 1961–1991 |
| Layout | |
| Configuration | Inline-4 |
| Displacement |
|
| Cylinder bore |
|
| Piston stroke | 70 mm (2.8 in) |
| Valvetrain | OHV 2 valves x cyl. |
| Combustion | |
| Fuel system | Single or double-barrelcarburetors |
| Fuel type | Gasoline |
| Oil system | Centrifugal oil filter |
| Cooling system | Water-cooled |
| Output | |
| Power output | 34–120 PS (25–88 kW; 34–118 hp) |
| Chronology | |
| Predecessor | Rush engine |
| Successor | PSA TU engine |
TheSimca Poissy engine, commonly known as theSimca 1100 engine, was afour-cylinderoverhead valve engine developed bySimca for use in itssuperminis andeconomy cars, designed by the engineerGeorges Martin (V12 Matra Sports engine designer). In spite of its common name, the engine actually predates theSimca 1100 model, and debuted in 1961 in theSimca 1000. It was developed and produced by Simca (subsequently rebranded as Talbot) in the late 1960s at the manufacturer'sfactory in Poissy, hence its name.
The engine was first designed in a 944 cc (57.6 cu in) form, but was reduced and stretched in order to be used in a variety of models and versions, by Simca, theRootes Group (its partner company inChrysler Europe), Simca's final incarnationTalbot and its last parent companyPeugeot, who used it until 1991 in its midsize model, the309. The engine existed in displacements ranging from 0.8 to 1.6 L (777 to 1,592 cc), the biggest one on both sides of the Atlantic, powering theUnited States-marketDodge Omni/Plymouth Horizon.
Peugeot eventually dropped the engines, replacing them with their ownTU family.
The Poissy engine was introduced in 1961 in theSimca 1000, a small four-doorsaloon car. It featured a displacement of 944 cc (57.6 cu in) and had an initial output of 34 PS (25 kW; 34 hp), which would be increased over the years to a maximum of 44 PS (32 kW; 43 hp) on the base model. The following year, the Type 315 was used for the first time in a two-door sports model, theSimca 1000 Coupé, in a tuned form, with 52 PS (38 kW; 51 hp).
The overhead valve engine Type 315 was a modern unit, with a water-cooled inline design with forgedcrankshaft, alloy cross-flow head and fivemain bearings. An unusual feature on early models was the absence of a spin-on paperoil filter. Instead, the engine featured a form ofcentrifugal oil filter in the hollow rear crankshaft pulley, although all later versions used the more traditional disposable cartridge filters. One of its major innovations was the use of a swirl vortex on theintake valve port which gave very good combustion, and thus both power and economy for this time. This engine proved cheap to build, and several models of different sizes and market segments used this displacement, which survived until 1982, as the ever-present entry level for theSimca 1100.
In later life however, when it was installed in cars such as theHorizon and1307/Alpine/Solara the Poissy engine was criticized for its poor mechanical refinement - in particular for its excessivetappet noise, something which led to poor press reviews. It survived as the entry level engine in thePeugeot 309 until 1991.[1]
The Poissy engine was reduced a few times, although it didn't have much use apart from the early and more compact models. In 1964, Simca developed an 844 cc (51.5 cu in) version for the Spanish market 1000, as cars over 0.9 L were in a higher tax bracket. This variant existed in two output levels, the most powerful of which, and two single-barrelcarburetors, which increased power to 43 PS (32 kW; 42 hp). An even more economic version was created for the entire European market in late 1968, with only 777 cc (47.4 cu in). These displacements were used in the Simca 1000 up to 1978.
In 1968, another version was created for the Spanish market, the 1.2 L; 73.5 cu in (1,204 cc) displacement. This was the first sporty version of the 1000, with power rising to 55 PS (40 kW; 54 hp). A double-barrel carburetor was then used in theSimca 1200 S, acoupé designed byBertone, and theCGsports car, and could reach 85 PS (63 kW; 84 hp). The regular version was later used in various models around the European market, and was even installed in the US-market version of the Simca 1100, known as the Simca 1204. It was in use until 1978.
The 1.1 L; 68.2 cu in (1,118 cc) variant appeared in 1967, initially in the 1100 and then in the 1000. This proved to be one of the most popular displacements of the 315 engines, powering the LCV version of the 1100, known as VF2, and theTalbot Horizon's entry level version. It survived until 1991, when it was used as the base model to the Peugeot 309.
The 1.3 L; 79.0 cu in (1,294 cc) variant debuted in 1972, and although it wasn't very popular in the 1000, it continued to be used in various Simca and Talbot models. It was famous in racing circles, by being used to power theSimca Rallye 2, a sporty version of the 1000 introduced in 1972, with two double-barrel carburetors and a maximum power of 82 PS (60 kW; 81 hp). Racing versions could be tuned well in excess of 120 PS (88 kW; 118 hp), and the three generations of the Simca Rallye using this engine are still used throughout Europe, especially France, in various nationalrally championships for classic cars and non-homologated cars.
The 1.4 L; 88.0 cu in (1,442 cc) variant was first used in 1975 in theSimca 1307/Chrysler Alpine. On virtue of its size, it could reach 85 PS (63 kW; 84 hp) with a double-barrel carburetor, but unlike the 1.3 L version, it was never used for racing in any capacity, Simca and Talbot preferring to use it in its larger models, including deluxe versions of the Horizon and theSolara. It also powered Europe's first soft-roader, theMatra Rancho.
The larger iteration of the Poissy engine was the 1.6 L; 97.1 cu in (1,592 cc) variant. Like the 1.45 L engine, it debuted in the 1307/Alpine in 1975, and was positioned at the top of the range, initially only with anautomatic transmission (the only version of the engine to feature one), necessary to ensure this engine could power the US-market versions of the Chrysler Europe models. It was notorious for its use in theDodge Omni andPlymouth Horizon, and was dubbed Peugeot by the American media, despite the fact that Peugeot had nothing to do with its design. It was also used as the base engine for the three-seater coupéMatra Murena.
This tiny model was a tax special introduced in late 1968 to fit the Simca 1000 into France's 4CV tax category. The engine code istype 359.
This "tax special" was only offered in the Spanish market, where cars of over 850 cc (52 cu in) received a heavy tax penalty. It was called theSimca 900.[2] The car was introduced in 1970 with a 40 PS (29 kW) engine. In 1973 it was reintroduced as the 900 Special, now with a Bressel 32 twin carburetor and 43 PS (32 kW) at 5800 rpm.[3]
Introduced for longitudinal applications (for the rear-engined 1000 range), this engine was called the315. In 1968 a version for transverse installation (for the new front-wheel drive1100) called thetype 352 was introduced. Some of its improvements were also applied to the original version, which now carried the349 code. In 1973, Simca changed their engine coding system and the longitudinal engine now became the1D1 while the transverse model became the3D1.
When installed in Peugeots, it was called theE1A engine. Originally it was called thetype 350 (for transversal installations) or351 (for longitudinal ones). These became the3E1 and1E1 respectively in 1973.
The 1.2 L; 73.5 cu in (1,204 cc) iterations received an increase in stroke over the 1.1 engine, to 70 mm (2.8 in), while retaining the 74 mm (2.9 in) bore. Originally fitted to the somewhat sporting 1100 Spécial, it carried the353 engine code. The rear-engined (longitudinal) version was called the354. Later the engine code was changed to1F1 (for single carburettor versions), and after PSA's takeover it was briefly installed in Spanish market 205s where it was called theF1.
The 1.3 L; 79.0 cu in (1,294 cc) iteration was introduced in 1971, replacing the earlier 1.2 L; 73.5 cu in (1,204 cc) unit used. The bore was increased to 76.7 mm (3.02 in), while the stroke remained 70 mm (2.8 in). The engine code was366 for transversal installations, while longitudinal engines were calledtype 371. In 1973, Simca changed their system and the engines became3G (transversal) and1G (longitudinal) instead. AfterPSA began to closer combine their operations with those of the erstwhile Simca corporation, the engine code was changed yet again, toG1A, for use in the 309 and late Horizons. The 1978-only Simca 1000 Rallye III had the most potent unit yet, the1G4C.[4]
Introduced in 1975, this larger model carries the6Y engine code. The 6Y1 has a single carburettor. while the 6Y2 has a double barrel one, and the 6Y4 has twin, double-barrel carbs.
This engine was known as the6J internally. 6J1 engines have a single carburettor, while 6J2s have a twin unit. The slightly more powerful version at 92 PS (68 kW; 91 hp) fitted to the Murena is called the 6J2A.