1931 Duesenberg Model J news, pictures, and information

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Convertible Victoria
Coachwork: Rollston & Company
Chassis Num: 2454
Engine Num: J-456

A body off frame restoration completed in 2002, included complete engine rebuild. Also included is a full photo album of before, during and after. Awards: 2002 AACA National First Place, 2002 CCCA (100) Points, 2002 First in Class @ Meadowbrook, Best Duesenberg @ Meadowbrook, Best Automotive Finish for entire field @ Meadowbrook, 2002 AACA National Award for being best Auburn, Cord, Duesenberg of the Year and received other local 1st place awards. Delivered new to Harry McGee January 20, 1931 2nd J.L. Snydam 3rd Harry McGee 4th Lou Lazarus 5th Ray Lutgert 6th Jim Southard 7th Burt Sugarman 8th Dr. Bob Grant 9th Norm Herstein, 10th Imperial Palace

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La Grand Torpedo Phaeton
Coachwork: Weymann
Designer: Gordon Buehrig
Chassis Num: J 396

Duesenberg J 396 is a re-bodied Weymann La Grand Torpedo Phaeton, which is said to be the ultimate expression of the Model J in all its glory. The original design was penned by stylist Gordon Buehrig, and built by Brunn. Only five original Torpedo Phaetons were built, and they sit on a 154.5-inch wheelbase. This car won best of show for new coachwork at the ACD meet in Auburn, IN, and won the Bill Mitchell award for best design at the Meadow Brook Concours. An interesting feature is instrumentation in the back seat so passengers in back can observe the speed driven. This elegant 'Duesy' is the result of a 20-year restoration.

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Convertible
Coachwork: Franay

'Its a Doozy!'
Within a short period of time after the debut of the Model J Duesenberg at the 1928 New York Automobile show, a newly-coined exclamation became part of the American vocabulary: 'It's a Doozy!' The phrase was generally used to describe anything of beauty, elegance, or excitement and the Model J Duesenberg fits the phrase perfectly.

The Model J Duesenbergs were the first luxury cars designed to be driven by their owners. Those fortunate owners of the Model J Duesenberg ranged from New York City stockbrokers to Hollywood movie starts.

This unusual Duesenberg was purchased new by Queen Marie of Yugoslavia in 1931. During this year, the queen visited the Duesenberg stand at the Paris Automobile show and ordered a new Duesenberg chassis at a cost of nearly $9,000. She commissioned the French coachbuilder Franay to construct this four door convertible sedan body, which cost an additional $9,000.

Queen Marie used the car extensively in the south of France and even displayed the car at the Cannes Concours when it was new.

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Phaeton
Coachwork: LeBaron
Designer: Gordon Buehrig
Chassis Num: 2313
Engine Num: J-492

This LeBaron Phaeton was sold new to big band leader Paul Whiteman in May of 1930. This body was initially on a short wheelbase chassis, but in 1932, Mr. Whiteman returned the car to the factory branch in New York or Philadelphia, where the body was removed and held inventory. In 1937 the owner of a Duesenberg Town Car had the body mounted onto this long wheelbase chassis number 2313 and engine J-492.

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Speedster
Coachwork: Figoni
Designer: Gordon Buehrig
Chassis Num: 2509
Engine Num: J-465

Figoni built three bodies for Duesenberg chassis. This car, with chassis number 2509 and engine number J-465, is a true speedster without side windows. This Figoni Speedster was driven by E. Z. Sadovich in the Nice to Paris Rally, and shown in the 1932 Cannes Concours d'Elegance at which the car was awarded the 'Grand Prix.'

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Tapertail Speedster
Coachwork: Weymann
Designer: Gordon Buehrig
Chassis Num: 2450
Engine Num: J-437

Gordon Buehrig referred to his design for this Duesenberg with chassis number 2450 and engine J-437, as a tapertail speedster. This sleek design is accomplished without running boards or step plates. The addition of the sweep panel styling on the short wheelbase chassis adds to the cars sporty appearance.

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Convertible Sedan
Coachwork: Bohman & Schwartz
Chassis Num: 2479
Engine Num: J 464

The Wrigley Corporation was a prominent business and very popular when Phillip K. Wrigley, heir to the fortune, purchased chassis number 2479 for the sum of $15,450. It was delivered on November 28th of 1931. While in his ownership, the Duesenberg was taken on several trips to the family estate on Santa Catalina Island near Los Angeles.

When the car was delivered to Mr. Wrigley, it wore Convertible Victoria coachwork by Rollston. Not satisfied with the design, he had the car restyled with larger doors. It was sent to H.A. Walker in Indianapolis, but the company went bankrupt almost as soon as the car arrived on their premises. It was returned to Wrigley in 1937 and then sent to Bohman and Schwartz in Pasadena, California.

During the Second World War, it was kept in storage at the Wrigley country home in Lake Geneva, Wisconsin. In February 1946 the car was sold to John Troka of Chicago, along with his other Duesenberg, J 501.

Troka sold the car in March of 1946 to Gerald Meeker of Michigan who then sold it to a noted early Duesenberg collector, Marshall Merkes. It remained in Merkes possession for just seven months before it was sold back to Troka in fall of 1949. Soon after, it was sold to Mr. Paoli and then passed through two other Midwest collectors, even being displayed in Michigan's Poll Museum, where it remained from 1953 through 1964. From there, it passed through several prominent collectors, eventually coming into the care of Phil and Carol Bray in 1997. The Bray's had the engine rebuilt and was done to the highest of standards.

In the years that followed, the car was awarded CCCA Primary, Senior and Premier awards, and an ACD Club certified as a Category One Original Car in 1998. It earned a score of 99 3/4 points at the July 1998 Grand Classic. At the Michigan Region CCCA it was presented an award for the most miles driven by a Full Classic.

During this cars existence, it has been driven just 61,000 miles and has been meticulously maintained. It is finished in a dramatic color scheme and features side mounts with correct metal covers, dual spotlights, driving lights and horns. It rides on 17-inch chrome wire wheels.

In 2009, this Model J Convertible Sedan with coachwork by Bohman and Schwartz was offered for sale at the Gooding & Company auction in Scottsdale, Arizona. The lot failed to sell after its reserve was not met.

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Roadster
Chassis Num: 2410
Engine Num: J434

This Duesenberg Model J Roadster is very unusual. It has a Duesenberg chassis with a custom Packard body. Since Duesenberg did not offer a true, wind-in-your-hair, roadster, the original owner of this vehicle selected a Packard body. The roadster body offered a type of motoring experience that could not be achieved with a convertible body style. It had a minimal top with just enough area to provide shade from the sun and other elements. With an open body, the sides were lower and undeniably rakish.

The original owner of this car was George Tucker Smith, a surgeon for the U.S. Navy, stationed at the Brooklyn Naval Hospital. It was purchased in the late 1930s and fitted with a Derham Sport Sedan body. Nearly two years later, in March of 1932, it was returned to the New York Factory branch, where it was given a new Packard roadster body.

The chassis is the standard Duesenberg platform. With the lower cowl height of the Packard, several modifications were required. The result was a car that was longer than any Packard, yet lower than any Duesenberg. It is painted in black and has tan leather interior.

In November of 1933, Dr. Smith traded the Duesenberg back to the New York factory branch, where he bought a second new Duesenberg (J272 - a LeBaron Dual Cowl Phaeton). He later had the LeBaron coachwork of J272 removed and fitted with Rollston Quarter Window Victoria coachwork that had been removed from band leader Paul Whiteman's car.

Chassis 2410 was purchased by the second owner who's name is unknown. Delivery was taken on September of 1934. The third owner was W.J. Calhoun, Jr., who purchased it October 27th of 1936. The car passed through two more owners, before it was acquired by Dr. Herbert A. Wiggins of New York, in August of 1942.

Soon after, the car was in Norfolk, Virginia and in the ownership of USN Lt. Cecil Haycraft. The next owner was Theodore Cole, who later sold it to Peter Sosa of Atlanta, Georgia, when then sold it to Conrad Clemens in Pennsylvania in 1946. Clemens died shortly after purchasing the vehicle, and Melvin Clemens of Huntington, West Virginia (Conrad's brother) purchased the car. While in Melvin's care, a new engine was fitted - J434, which still remains in the car to this day.

The car remained in Clemen's care for most of his life. In 1994, it was traded to Harry Yeaggy. The next owner was Bill Bools, who kept it until his recent passing.

In 2009, this Model J Duesenberg/Packard was offered for sale at the Automobiles of Arizona auction presented by RM Auctions. The lot was estimated to sell for $900,000 - $1,200,000. As bidding came to a close, the lot had failed to sell after reaching a high bid of $600,000.

Background

The Duesenberg Company produced high-end, luxury automobiles and racing cars from 1913 through 1937. It was created by the Duesenberg brothers, Fred and August, who formed the Duesenberg Automobile & Motors Company, Inc. in Des Moines, Iowa with the intent on building sports cars. Just like many of their time, they were mostly self-taught engineers and had only constructed experimental cars up to this point.

Duesenberg's place in history was officially solidified in 1914 when Eddie Richenbacker drove a Duesenberg to an astonishing 10th place finish at the Indianapolis 500. Duesenberg later went on to win the race, capturing overall victories in 1924, 1925, and 1927. A Duesenberg was used as a pace car for the Indianapolis 500 in 1923.

Starting with the companies first appearance at the Indianapolis 500 in 1913 and continuing for a consecutive 15 years, there were a total of 70 Duesenberg racing cars entered in the race. Thirty-two of the cars finished in the top ten. In 1922, eight of the top ten cars were Duesenberg-powered. Many great racing names, such as Eddie Rickenbacker, Rex Mays, Tommy Milton, Peter DePaolo, Albert Guyot, Ralph DePalma, Fred Frame, Stubby Stubblefield, Ab Jenkins, Ralph Mulford, Jimmy Murphy, Joe Russo, and Deacon Litz raced in a Duesenberg.

Duesenberg's racing pedigree was not just reserved for the United States; in 1921, Jimmy Murphy drove a Duesenberg to victory at the French Grand Prix at the LeMans racetrack. This made him the first American to win the French Grand Prix. It also made the Duesenberg the first vehicle to start a grand prix with hydraulic brakes.

The Duesenberg headquarters and factory was relocated in July of 1921 from New Jersey to Indianapolis. Part of the purpose for the move was to focus more on the production of passenger vehicles. The Company had a hard time selling their Model A car. This was a very advanced car with many features not available on other vehicles being offered at the time. The engine had dual overhead cams, four-valve cylinder heads and was the first passenger car to be equipped with hydraulic brakes.

The Duesenberg Company produced 667 examples of the Model A, making it their first mass-produced vehicle. The Model A was powered by a 183-cubic-inch single overhead camshaft inline eight-cylinder engine. The strain of racing, moving, and lack of selling automobiles sent the company into receivership in 1922. After a few years, it's debts had been resolved, thank in-part to an investor group. The company re-opened in 1925 as the Duesenberg Motors Company.

In 1926, Errett Lobban Cord purchased the Duesenberg Company. The company appealed to E.L. Cord, owner of the Cord and Auburn Automobile Company, because of its history, the engineering ingenuity of the products, brand name, and the skill of the Duesenberg Brothers. The purpose was to transform the company into a producer of luxury automobiles.

Duesenberg Model J and Model SJ

Fred Duesenberg was a master of creating engines and was a creative designer. He had a talent for conceiving new ideas and ways of doing things. The engines he constructed were beautiful, mechanically sound, and advanced. E.L. Cord gave him one task: 'Create the best car in the world.' This was a very tall order and came at a very difficult time in history. The onset of the Great Depression and the Stock Market crash was just around the corner. Competition in the luxury car segment was fierce and involved all facets of the automobile. The cylinder wars that began in the 1920s and continued into the 1930s had marque's trying to outdo each other on the bases of their engines output, number of cylinders, and the speed of their ultra-luxury automobiles. Styling continued to be very important and often outsourced to the greatest designers and coachbuilders of the time. Maruqee's such as Cadillac, Packard, Rolls-Royce, Hispano-Suiza, Isotta Fraschini, Bugatti, and others were all trying to out-do each other and continue in business during this difficult point in history.

The Duesenberg Model J was first unveiled to the public at the New York Car Show on December 1st of 1928. Only the chassis and engine were shown and it still impressed enough to make front page news. The wheelbase was 142-inches making it nearly 12 feet. The chassis had a six cross-members made it very sturdy and able to accommodate the heaviest of bodies. The engine had dual overhead camshafts and eight-cylinders with four valves per cylinder. It displaced 420 cubic-inches and produced an impressive 265 horsepower in un-supercharged form. The engine had been designed by Fred Duesenberg and constructed by the Lycoming Company, which had been recently acquired by E.L. Cord. There was a brilliant lubrication system which automatically lubricated various mechanical components after sixty to eighty miles. Two lights mounted on the dashboard indicated when the lubrication process was transpiring. After 750 miles, lights mounted on the dashboard would light-up indicating the oil required changing. After 1500 miles, the lights would illuminate indicating the battery should be inspected. Top speed was 119 mph and 94 mph in second gear. With the use of a supercharger, the top speed increased even further, to nearly 140 mph. Zero-to-sixty took around eight seconds with 100 mph being achieved in seventeen seconds.

Each chassis was driven at speed for 100 miles at Indianapolis before being delivered to the customer or coachbuilder.

The coachwork was left to the discretion of the buyer and the talents of the coachbuilders. Prominent coachbuilders from North American and Europe were selected to cloth the Model J and Model SJ in some of the grandest and elegant coachwork ever created.

The cost of a rolling chassis prior to 1932 was $8,00. The rolling chassis usually included all mechanical components, front fenders, radiator grille, bumpers, running boards, dashboard, and sometimes a swiveling spot-light. After 1932, the price was raised to $9,500. After the coachwork was completed, the base price was $13,500 with a top-of-the line model fetching as much as $25,000 or more. To put this in perspective, the entry level Ford Model T in the early 1930s cost around $435 with the most expensive version selling for about $650. Many individuals in very prominent careers, such as doctors, made around $3,000 annually. The Great Depression meant the number of individuals capable of affording an automobile of this caliber soon dwindled. Those who could afford one often bought modest vehicles to avoid public uprising and ridicule. The pool of marques who catered to the upper-class of society did all they could to attract buyers; prices were lowered and incentives were made just to attract another sale. Needless to say, competition was fierce.

After the New York Show, Duesenberg ordered enough components to build 500 Model Js. Specifications and drawings of the chassis had been sent to prominent coachbuilders six months prior to its unveiling at the New York Show. This had been done to guarantee that a wide variety of bodies were available after its launch. Duesenberg ordered bodies in small quantities and offered the completed cars to have on-hand incase the customer wanted to take delivery immediately. The first customer took delivery of their Model J in May of 1929. This was just five weeks before Black Tuesday.

The Model SJ, a supercharged version of the Model J, produced 320 horsepower. The supercharger was located beside the engine with the exhaust pipes beneath through the side panel of the hood through creased tubes. The name 'SJ' was never used by the Duesenberg Company to reference these models.

Even though the Model J had received much attention from the press and promotional material was well circulated, sales were disappointing. The Duesenberg Company had hoped to construct 500 examples per year; this figure was never matched with a total of 481 examples constructed throughout its lifespan. Duesenberg did find customers such as Gary Cooper, Clark Gable, Greta Garbo and James Cagney. Monarch, kings, queens, and the very wealthy accounted for the rest of the sales.

Production continued until the company ceased production in 1937. Little changed on the Model J over the years. The four-speed gearbox was replaced by a unsynchronized three-speed unit which was better suited to cope with the engines power. The last Model SJ's produced had ram-horn intakes and installed on two short-wheelbase chassis. Horsepower was reported to be as high as 400. These examples are commonly known as 'SSJ' in modern times.

In 1932, Fred Duesenberg was involved in a car accident which claimed his life. Development on the Model J had come to a halt which was not a problem at the time, but within a few years had become antiquated in comparison to the competition. An entirely new design and updated mechanical components were required for the Duesenberg name in 1937 in order to stay competitive. The cost and development time was too much for E.L. Cord to consider, and so he withdrew his financial support and the company dwindled.

August Duesenberg tried, unsuccessfully, to revive the Duesenberg name. Fritz Duesenberg tried again in the mid-1960s but again without success.

The Duesenberg Automobile & Motors Company, Inc was founded and operated by Fred and August brother's who began their company in 1913. From the start their company has been a US based luxury automobile company with a standard to build the very best hand-built vehicles during the time period. Duesenberg vehicles lived up to this standard until 1937 when the company closed.

Created to build sports cars, the Company began its life in Des Moines, Iowa by two men who were self-taught engineers that produced various experimental vehicles. Unfortunately the brothers did have much selling capability, and due to this the company claimed bankruptcy and closed in 1922.

Purchasing the Duesenberg Company in 1926, Errett Lobban Cord, the owner of Cord Automobile, Auburn Automobile and several other transportation companies acquired the Duesenberg Brothers' engineering skills along with a brand name. Setting out to produce the Model J, Cord hired Fred Duesenberg to design both the engine and the chassis that would eventually be the best in the world.

Displayed at the New York Car Show of 1928, the Model J (Judkins) Duesenberg was indeed impressive. While only the engine and chassis were put on display at the show, the body and interior of the vehicle would be eventually custom-made by an extremely experienced coachbuilder to the owner's specification. Coachbuilders in both Europe and North America were responsible for the extensive bodywork. The finished product was the grandest, largest and most beautiful vehicle ever before created. The base model cost around $13,500, while the top of the line model sold for an extreme $25,000.

With a lack of supercharged form, the Model J was renowned for it incredibly 265 horsepower, straight-8 engine, and dual overhead camshafts. Able to reach an impressive top speed of 119 mph, and 94 mph in 2nd gear, the Model J was a success.

While other top of the line vehicles of the time period could barely reach 100 mph, the Duesenberg models were definitely turning some heads. The 1932 SJ was estimated to reach 104 mph in 2nd gear, a top speed of 135-140 mph in 2rd, and turned around 0-60 in 8 seconds. The supercharged Model J came with 320 HP and the supercharger placed alongside the engine, with creased exhaust pipes to make room it. The SJ models were easily recognizable due to their shiny creased tubes, a trademark by E. L. Cord. Weighing around two and a half tons, due to the large array of custom coachwork available, the Duesenbergs were not any heavier than their fellow competition.

Rapidly becoming of the most popular vehicles in the world, the Duesenberg was a status symbol for the elite. Such famous owners of the Duesenberg were Clark Gable, the Duke of Windsor and Gary Cooper.

Advertised to be the ‘best car in the world', Duesenberg's have held up to their status for numerous years. Following world-beating performance along with high regard and standard for quality, the Duesenberg continued to hold the reputation for opulence.

A total of 481 Model Js and SJs were produced between 1928 and 1937. Following E. L. Cord's financial empire collapsing, Duesenberg ceased production in 1937. It is estimated that approximately 50% of these classic cars are still on the road today. Both Duesenberg Model J's and SJ's are among the most desired collectible classic cars in the world.

Jay Leno owns four Model J Duesenbergs.

Jessica Donaldson

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