Later it is also available with rectangular headlights. Who had perhaps thought that it would appears better looked a little disappointed. Perhaps we too used to the original shape. It also shows how much styling is in such a rather nondescript car. And also technology. It is indeed descended from a common project for development of the Fiat 770 and 850 but with a bit on performance prepared, for example by that time not always usual five main bearing, making it different from the Fiat-brother.
All in all the available performance will be triple in the course of its life but only by the last offer it is achieved: the Rally 3 with riveted fenders and 76 kW (103 hp) in only 1,000 exemplars. Apart from the rally versions with "war paint" the Simca 1000 is a acceptable car of the later postwar period. In contrast to the Fiat he has to have in France four doors and does this with more persuasive power than e.g. the older Renault Dauphine.
In normal driving it does not come to the sound volume as with the rally versions. The German brochure commend the simple access and the good circumferential visibility. Interesting in this context that 1963 a heating-/ventilation-combination is called air conditioning. Typical French are the great and comfortable seats in such a relatively small car. Nevertheless, the car is also advertised as a city car. In fact, the interior seems not necessarily for a compact car.
The testers complain that the Simca 1000 has acquired with the technology also the lack of rust prevention, but who is on the cars of this time sinless? But just the engine not tuned-up is highly praised, particularly because of its durability. All Simcas in general at the time have to fight with early defects at the Porsche synchronization, which makes the normal switching back (to second gear) not always silently. Interesting perhaps the opinion of the driving behavior of the strong rear-heavy car. It is partly even sensed as understeered. 01/09