With engine in place along with radiator, time to see what fits and what needs 'adjustment'.... With 40DCOE carb in place one thing was obvious... Carb linkage clashes with where rad top hose goes. A check through my stock of parts came up with the answer... on the 45DCOE I've got lined up for my supercharged SIMCA 1000, a linkage that works on the opposite side of the carb. The original one will do the job on the supercharged car as that's had its fuel tank and rad moved to the front. Next issue is clearance for the carb above the cowling that links the rad to the fan. Have modified one by cutting and welding a 'step' in the top curved part. We've used this idea before and the cooling didn't suffer.
Fan housing with corner cut out fitted. Carb goes in there OK but getting to manifold bolts and plugs is a real contortionist's job. next job is to turn some plugs to block off 'plumbing' no longer needed with this manifold.
Everything connected up. Decided top hose was too tight a fit between the carb and tank surround so rigged up a temporary solution. Will be ready to fire up once I've sorted fuses out. Somebody in the past has had hours of bodging to try to replace the dodgy original SIMCA fuses (see photo) which simply hang in the wiring loom under the dash. Now replaced with fuse box to take blade fuses. The other hold up is no fuel comes from the tank. A really small bore pipe exits at the top of the tank, going diagonally to the bottom.. as we discovered by cutting open a scrap tank. The pipe corrodes inside and blocks or as on Brother Kev's 1200S coupe rusts off leaving it short. On both coupes we've simply planted another pipe into the top of the tank, held in place with JB Weld. This 1000 saloon is getting the same mod.
Everything connected up properly now. Proper fuse box fitted. Better outlet from fuel tank fitted plus electric fuel pump just to be sure. Now have spark and fuel but another problem has loomed. Refitted low mileage engine after outwardly cleaning it up with DCOE carb and better exhaust but the original starter motor. Now it struggles to turn over at a decent speed, accompanied by a screeching sound and won't fire. Yes I've checked the earths. At that point today I ran out of patience and had a go at some paintwork. The fibreglass wings have been on a number of my previous racing SIMCAs. and some serious rubbing down was needed through the various layers of paint. Local motor factors supplied a really good match for the original 'Bleu Metallise' in aerosols which have done the top half of the wings and will deal with touching up elsewhere. Lower half I've decided on a two tone in Ford Le Mans Blue that I just happen to have in the garage. Tomorrow will double check everything... Something's just occurred to me re the screeching. Years ago On a road trip one of my SIMCAS suffered this. The water pump eventually seized. I'd had the hose off that points upwards from the pump. When I stripped the pump down I found a small bolt embedded into the impeller... I must have dropped it in there while working on the car. Surely I've not managed to do that again years later.?
Water pump was OK. Engine itself was even stiffer to turn over so took head off. Wish I'd stripped the engine down while it was out. Was led to believe it had sat in a dry garage since 1984 but the innards of the engine seem to have got very damp. some cleaning up of the bore have got it turning over a bit better but have decided to fit the 1294cc Rallye 2 engine I've got on the bench that was intended for my other SIMCA 1000 project. I can use this engine's sump, pickup pipe, oil pump drive , end covers and cam to adapt a 1442cc transverse Talbot Alpine version of the engine for that instead.
Had a change of mind. Stripped original engine down, cleaned up bores and checked everything else...OK. Now back in with head back on. Now turns really free. Just needs carb etc refitting tomorrow and hopefully in action... While I was at it fitted a different distributor which has improved thigs in the spark dept.
NudgerSS Yes that's me. Still go to Motormania. My brother Kev over at Wingerworth has got a number of SIMCAs too and the MATRA-SIMCA Bagheeras that shared the mechanicals. When I got into SIMCAs in the '80s I was warned about how they rust. They do. but compared with the Fords and Triumphs I'd worked on previously, no more of a problem, and back then they were cheap. Now rarity has kicked in and prices on the Continent have taken off. Luckily here they don't have the 'scene tax' of some other stuff. Here's some of my current collection, I edit the mag. for SIMCA Club UK.
That’s a nice collection you’ve got there. I’m good mates with Simon. He worked there for years and then moved to the Intake shop. I seem to think he had a Simca 1000 as his first car but never got it on the road before selling it on.
I'm a retired Junior school teacher. A local guy I used to teach when he was 10 years old now has one of my brother's old SIMCA 1000s... the blue one in the photo when Kev had it. ... that he's rebuilding. We are helping him out with parts & advice. Passing the 'madness' on to another generation??
Finally got it going today after a lot of fiddling. Ended up completely dismantling the DCOE Weber (It hadn't been run on a car for over 10 years) and rebuilding another distributor from my box of SIMCA bits to get fuel and a spark there. Also have rearranged a few things. Under the weber manifold access for plugs etc was almost nil. To improve things I removed the breather assembly in the block and fitted a blanking plate, changing the breather to the later arrangement from the rocker cover. I also fitted an electric fuel pump which freed more space as the mechanical pump was also tight under the manifold. Made a blanking plate for that in thick alloy. After a bit of winding over and slight adjustment of the distributor....we had blast off. Needs fine adjustment and wires/hoses tidying up but sounds well.
Had it running for a while today. As expected after its 35 years of idleness, the water pump is leaking. Have one from a past racing SIMCA 1000 that I'm restoring (that's getting an electric pump). As that had a front mounted rad, It didn't have the fan and housing attached so the bits from this one will have to be fitted along with the standard pulley in place of the toothed belt one from the racer. .... Tomorrow's job.
One step forward, two steps back.. !! Was going to use water pump off an old racecar. Instead, in the depths of my garage, I found a NOS water pump, all sealed up with a 'checked' sticker on it. Result, I thought, a new (or at least recon pump..!!) Spent the afternoon swapping the pulleys and the fan and housing. Back in place, everything 'plumbed' up, filled up. Ran it for a while... The 'new' pump leaked worse than the one I'm replacing..!! It has been standing around for years, and I'll try it again to see if the seals spring to life but looks as if I've got a 'duffer'. Meanwhile I've spent some time on the interior. As an early 1000GLS this car has the rubber mats in place of the later carpets. These tend to perish and crack. They are used in the Rallye versions of the 1000 and good ones are in demand. French suppliers have had full sets remanufactured but they cost over twice what I paid for the car..!! Luckily, after a good scrub these have survived quite well.
As a bit of relaxation from the mechanical side of things, I decided to experiment with the paintwork. Much of the original Metallic blues is OK and I've got a good match to do the tops of the wings which were green. I've decided on a two tone with the bottom half done in Ford Le Mans Blue, mainly because I had some in the garage. Did the back corners as a test.
jjeffries In the next issue of 'Practical Performance Car' magazine there will be an article on my racing 'adventures' with SIMCAs and other stuff. They asked for articles during the lockdown so that what they got. Here's the photo they used to preview it in the current issue....
Need to make rear panel so it bolts on & off. The panel gives no real structural strength to the rear end as the rear chassis legs are braced by the engine crossmember. Removing & refitting the engine is so much more difficult with panel welded in place as original.
Getting there. Finally sorted it out with a water pump that isn't incontinent... ran it for an hour.. a few drops then OK...water pumps are one of the really dodgy parts on a SIMCA 1000... go for a fortune on the Continent. Tickover was too fast but some adjustment/juggling bits of the linkage about has got it much better. Had to bend dipstick nearly double so it would come out under the Weber manifold. Timing adjusted spot on and now just have to find why instruments don't work... means a dash out job but red wire hanging down with spade connector on a tab that looks like it was rivetted to something could be the clue to where the power for the printed circuit behind the panel has gone. After that, back panel replaced, brakes & clutch bled and a test run... up & down the drive.