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SEFAC Grand Prix - little success despite (a little) state support

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Created on August 2, 2022

Text:

Gerhard Schütz

Photos:

Marc Vorgers

30

Stephan Traber

6

Archiv

4

Marc Vorgers

30

Stephan Traber

6

Archiv

4

SEFAC Grand Prix (1934) - resurrected

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SEFAC Grand Prix (1934) - an unsuccessful start

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SEFAC Grand Prix (1934) - Simple ladder frame, but 175 kg overweight

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SEFAC Grand Prix (1934) - U-engine in the form of two four-cylinder in-line engines with 2x2 overhead camshafts and 2 counter-rotating crankshafts

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SEFAC Grand Prix (1934) - 2 x 2 overhead camshafts, dual ignition

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SEFAC Grand Prix (1934) - Cotal gearbox and drive shaft offset to the left

Bild von Partner Porsche AMAG Mai Foto-Galerie 2026

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SEFAC Grand Prix (1934) - Shifting with the stick - electromagnetic

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SEFAC Grand Prix (1934) - Oil tank for dry lubrication, ribbed for cooling

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SEFAC Grand Prix (1934) - coil springs instead of leaf springs still rarely used at that time

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SEFAC Grand Prix (1934) - front wheels with independent suspension

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SEFAC Grand Prix (1934) - drum brake with six brake shoes

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SEFAC Grand Prix (1934) - Brake drum front right

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SEFAC Grand Prix (1934) - Driver's seat for the long-suffering ...

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SEFAC Grand Prix (1934) - Alone in the race - but not at the front ...

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SEFAC Grand Prix (1934) - with independent aerodynamic front. Driver's seat moved to the right

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SEFAC Grand Prix (1934) - 2022 in new splendor after restoration

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SEFAC Grand Prix (1934) - the proud owner

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SEFAC Grand Prix (1934) - interesting optics

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SEFAC Grand Prix (1934) - asymmetrical bodywork

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SEFAC Grand Prix (1934) - View into the cockpit

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SEFAC Grand Prix (1934) - Rear view

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SEFAC Grand Prix (1934) - well-equipped dashboard

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SEFAC Grand Prix (1934) - a lot of fuel went into it

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SEFAC Grand Prix (1934) - the front-mid engine

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SEFAC Grand Prix (1934) - a feast for the eyes of an engine

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SEFAC Grand Prix (1934) - four overhead camshafts, two per cylinder bank

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SEFAC Grand Prix (1934) - Solex carburetor

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SEFAC Grand Prix (1934) - Friction shock absorber

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SEFAC Grand Prix (1934) - Spoked wheel and drum brake

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SEFAC Grand Prix (1934) - the rear suspension with coil springs

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SEFAC Grand Prix (1934) - during test drives

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SEFAC Grand Prix (1934) - during test drives

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SEFAC Grand Prix (1934) - during test drives

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SEFAC Grand Prix (1934) - at the Montlhéry Vintage Revival 2022

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SEFAC Grand Prix (1934) - back in Montlhéry

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SEFAC Grand Prix (1934) - at the Montlhéry Vintage Revival 2022

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SEFAC Grand Prix (1934) - at the Montlhéry Vintage Revival 2022

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SEFAC Grand Prix (1934) - at the Montlhéry Vintage Revival 2022

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SEFAC Grand Prix (1934) - at the Montlhéry Vintage Revival 2022

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SEFAC Grand Prix (1934) - at the Montlhéry Vintage Revival 2022

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Summary

In the 1930s, French enthusiasts wanted to counter the almost overwhelming superiority of the Germans and Italians in motorsport. They founded a racing team and built a Grand Prix car. However, despite its advanced design, it was not very competitive. Even state aid did not help. This report tells the story of the 1934 SEFAC Grand Prix and shows it in current and historical footage.

This article contains the following chapters

No racing successes, no chance against the competition
Built with very little state aid
Conventional layout, revolutionary U-engine
Classic chassis and running gear
A failure in almost every respect
What happened afterwards
Epilogue
Why a U-engine?

Estimated reading time: 8min

Preview (beginning of the article)

SEFAC - isn't that the abbreviation for the Ferrari company (Società Esercizio Fabbriche Automobili e Corse)? No - or rather: not only. In 1934, this was a French Grand Prix car! At the beginning of the 1930s, the French Grand Prix monoposti were increasingly falling behind their Italian and German rivals. Alfa Romeo, Mercedes-Benz and Auto Union (and soon only the latter two) dominated the big races at will. This challenged French patriotism - and because they couldn't find any racing cars for sale (Bugatti reserved a Type 59 for its own drivers), a group of wealthy enthusiasts decided to found the "Société d'Etude et de fabrication d'Automobile de Course" (SEFAC) in 1934. The group included racing driver Raymond Sommer as well as André Parant, Raymond Brault and engineer Emile Petit. The latter was no stranger. Quite the opposite: he had worked successfully for Salmson and after the war at the CTA Arsenal, which unfortunately was also a failure.

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