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The third and final variant, introduced in 1973, delivered a maximum power of 67 HP at 5400 rpm, while the maximum torque reached 99 Nm at 4000 rpm. This variant was slightly de-tuned compared to the earlier variants with a decrease in max horsepower and compression ratio (8.8:1) compared to the Type
238:
The third variant, which was introduced in 1969, delivered a maximum power of 81 PS DIN (95 HP SAE) at 5200 rpm, while the maximum torque reached 122 Nm at 4000 rpm. This increase of power was due to an overhaul in the engine's design, such as rebuilding the head and combustion chambers and the
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The second variant, introduced in 1970, delivered a maximum power of 70 HP at 5400 rpm, while the maximum torque reached 88.3 Nm at 4800 rpm. This variant was powered by a double barrel carburetor and had an increased compression ratio of 9.1:1. This first variant, known commonly as the
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The first variant, introduced in 1970, delivered a maximum power of 60 HP at 5400 rpm, while the maximum torque reached 87.3 Nm at 4300 rpm. This variant was powered by a double body carburetor and had a compression ratio of 8.7:1. This first variant, known commonly as the
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engine, which was introduced in 1973, delivered a maximum power of 73 PS DIN (84 HP SAE) at 5100 rpm, while the maximum torque reached 114 Nm at 3600 rpm. This version was introduced three years after the removal of the
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The first variant, which was introduced in 1963, delivered a maximum power of 69 PS DIN (81 HP SAE) at 5000 rpm, while the maximum torque reached 100 Nm at 2600 rpm. This first variant, known commonly as the
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The biggest revolution in the engine's construction was the new larger capacity of the engine. It had a bore and stroke of 75.2 x 83 mm, which achieved a displacement of 1475 cm .
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range. The oil crisis of that year, however, forced Simca to reduce the power from 81 HP to 73 HP, to fuel better economy and emissions. In this new configuration, the engine took the
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already mounted on 1500 and 1501. The bore diameter of the four-cylinder in-line was reduced from 75.2 to 70.3 mm, while the stroke remained unchanged at 83 mm.
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345S, however the maximum torque was significantly increased. This final variant took the 2L2 designation, and was mounted on the last
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was a new engine, unrelated to the 1.3-liter Rush and Flash engines, and the result of an completely different design.
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inclusion of a double barrel Weber or Solex carburetor. This second variant, known commonly as the
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However, features common in different Simca engines that came before it had been retained, namely:
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designation, consistent with the new naming standards imposed by
Chrysler for Simca.
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chassis. It was developed and produced by Simca in the early 1960s to be used in the
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with automatic transmission and was used throughout the production of the
144:, which debuted at the end of that year. It subsequently also powered the
389:(in either engine 1290 cc), the two engines were not at all related. The
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120:) to replace the old 1.3 litre rush engine in the 1301 models in 1969.
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The engine was originally designed in a 1475 cc form (known as the
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The engine bay of a 1970 Simca 1501 Special with a Type 342S.
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engines, produced from 1963 through 1975, and used in the
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models. Despite the link between the displacement of the
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engine was designed in 1969 to replace the old 1.3 litre
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range from the Simca lineup. With the failure of the
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Les Simca de mon père : 1300 / 1500-1301 / 1501
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During its career it was offered in three variants:
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the engine was reintroduced with the revival of the
279:(then the owner of the Simca brand) to replace the
189:During its career it was offered in four variants:
140:engine was designed in 1963 and built to equip the
235:, delivered a maximum power of 72 HP at 5200 rpm.
172:Overhead Valve distribution with lateral cam axle;
393:was in fact a reduced bore version of 1.5 litre
220:The second variant was the one reserved for the
43:but its sources remain unclear because it lacks
456:. Boulogne-Billancourt (Hauts-de-Seine): ETAI.
8:
373:engine (originally designed for use in the
333:. Unsourced material may be challenged and
186:was powered by Weber or Solex carburetors.
228:range. This engine, known commonly as the
353:Learn how and when to remove this message
74:Learn how and when to remove this message
127:
473:Simca : l'aventure de l'hirondelle
169:Dimensional setting of sub-frame type;
7:
331:adding citations to reliable sources
275:, which was originally conceived by
260:The fourth and final variant of the
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421:(February 1970 – September 1971);
415:(February 1970 – September 1971);
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20:
475:. Boulogne-Billancourt: ETAI.
88:Simca Type 342 and 345 Engines
1:
442:produced from 1973 to 1975.
434:produced from 1970 to 1973.
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430:, was mounted only on the
148:, which would replace the
471:Cahuzac, Adrien (2008).
452:Cazé, Christian (2005).
29:This article includes a
58:more precise citations.
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527:Four-cylinder engines
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377:) still used in the
327:improve this section
166:A 4-cylinder design;
432:Simca 1301 Spécial,
214:Simca 1501 LS / GLS
408:, was mounted on:
248:Simca 1501 Spécial
243:, was mounted on:
197:, was mounted on:
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31:list of references
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385:engine and
56:introducing
516:Categories
463:2726894518
446:References
440:Simca 1301
413:Simca 1301
379:Simca 1301
256:(1969–70).
250:(1969–70);
216:(1967–71).
210:(1967–70);
204:(1963–67);
202:Simca 1500
152:in 1967 .
146:Simca 1501
142:Simca 1500
107:Simca 1500
64:March 2018
428:Type 345S
314:does not
241:Type 342S
103:1501/1301
101:mid-size
491:See also
406:Type 345
395:Type 342
391:Type 345
387:Type 345
367:Type 345
295:Type 345
277:Chrysler
262:Type 342
195:Type 342
184:Type 342
157:Type 342
138:Type 342
124:Type 342
118:Type 345
114:Type 342
335:removed
320:sources
52:improve
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497:Simca
281:1501,
99:Simca
90:were
37:, or
477:ISBN
458:ISBN
383:Rush
371:Rush
365:The
318:any
316:cite
285:1501
267:1501
233:342B
230:Type
226:1501
222:1501
182:The
155:The
150:1500
136:The
86:The
329:by
289:2N2
95:OHV
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