1932 Duesenberg Model J news, pictures, specifications, and information
Designer: Judkins Company of Amesbury
Chassis Num: 2162
Engine Num: J-137
Frederick and August Duesenberg founded their automobile company in 1913, producing winning, hand-built race cars. E.L. Cord, owner of Auburn Automobile, acquired the brothers' company in 1926. The powerful Duesenberg Model J was created when Cord challenged Fred Duesenberg to create the biggest, fastest, and most luxurious car in the world - one that could rival the likes of Mercedes-Benz or Isotta Fraschini.

The J is powered by a 420 cubic-inch, DOHC, straight-eight engine based on the Duesenberg brothers' successful racing engines of the 1920s. Designed by Fred, they were produced by another of Cord's companies, Lycoming. Without a supercharger, the engine produced 265 horsepower with a top speed of over 100 mph.

This example was originally purchased by J.P. Wright as a Murphy-bodied convertible coupe, and re-bodied for him by the J.B. Judkins Company in Merrimac, Massachusetts. It is one of 27 Duesenberg Model Js bodied by Judkins, and one of only two fixed-body coupes. The other has likely not survived, making this striking car especially unique. It has many custom features, including a roll-out cabinet to hold Waterford crystal goblets and decanters.

It has been expertly restored, and has won many awards including the Gordon Buehrig Award at the 1990 Meadow Brook Concours d'Elegance.
Torpedo Phaeton
Coachwork: Weymann
Chassis Num: 2319
Engine Num: J396
Car number J396 is a composite of chassis, engine and body from previous Duesenbergs. The chassis number 2391 originally carried a limousine body. The engine is from 2410, originally a sedan. The Weymann LaGrande design body is a reproduction begun i  [Read More...]
Convertible Coupe
Coachwork: Bohman & Schwartz
This two-door coupe was once the property of Mae West. In the 1930s, a film star was almost required to own a Duesenberg to prove that he or she had reached the top. Tyrone Power, Clark Gable and Gary Cooper all had them. Based in Pasadena, very near  [Read More...]
Formal Sedan
Coachwork: Rollston & Company
Chassis Num: 2574
Engine Num: J546
Sold for $726,000 at 2010 RM Auctions.
This Duesenberg Model J Formal Sedan has coachwork by Rollston. It has had only five owners since new, with the first owner being Mr. Shirley Burden. It was later sold to George Arents who later sold it to Robert Gottlieb. Ownership later passed to t  [Read More...]
By Daniel Vaughan | Aug 2010
Designer: Judkins Company of Amesbury
Chassis Num: 2162
Engine Num: J-137
In 1878, in the town of Lippe, Germany, the Duesenberg family welcomed an addition, a son, christened Frederic. He was joined a year later by a baby brother, named August. Seven years later, inspired by the glowing reports from the new world, the family immigrated to America. By the time the boys reached their 19th and 20th birthdays, they had distinguished themselves building and racing bicycles. Their first venture, in Des Moines, collapsed into bankruptcy, but the future was still awash in opportunities.

Building one-of-a-kind custom cars, such as #J-137, this Judkins coupe, was one of those opportunities. This car was initially purchased by Joseph P. Wright, of the Diamond Fiber Company, on June 1, 1929. Two of these coupes were built; they are highlighted by a small greenhouse and this is the only known example to have survived. It sports many custom features such as a roll-out cabinet, containing Waterford goblets and decanters.

The car was restored by Joe Foiladori of Indianapolis, the work completed in 1989. The car has received numerous first awards, including the Gordon Buehrig Award at the 1990 Meadow Brook Concours.

This 1932 Duesenberg J Judkins Fixed-Top Coupe was offered for sale at the 2007 Blackhawk Collection Exhibit held at the Pebble Beach Concours. It carried a price tag of $1,500,000 and was quick to find a buyer.

It is the only one in the world! This beautiful car was originally purchased by Joseph P. Wright (president of continental Diamond Fiber Company) on June 1, 1929. Very few coupes were built on a Duesenberg chassis and this is the only one known to survive. Mr. Joe Folladori of Indianapolis purchased this car in March of 1986 and completed a complete nut & bolt restoration, which was finished in 1989. The quality of the workmanship and the striking color scheme captures attention wherever it is shown. This car has received many first place awards including the Gordon Buehrig award at the 1990 Meadow Brook Concours d'Elegance for the best Duesenberg of the show. This car has many custom features including a roll-out cabinet that holds Waterford crystal goblets and decanters.

Source - Blackhawk Collection
Dual Cowl Phaeton
Coachwork: LaGrande
Chassis Num: 2480
Engine Num: J-463
Sold for $720,000 at 2015 Mecum.
Sold for $600,000 at 2016 Mecum.
The Duesenberg featured a 420 CID inline-8 engine that used twin overhead cams and four valves per cylinder to generate 265 horsepower. The Auburn Company had a Lycoming-built V-12 engine that offered 160 horsepower; Cadillacs 452 CID V16 offered 165  [Read More...]
By Daniel Vaughan | Feb 2016
Victoria Coupe
Coachwork: Judkins
Chassis Num: 2375
Engine Num: J-354
Only two Victoria Coupes were built. They are J-333 and J-354. This is the second of those produced. It is considered one of the most prominent original designs created for the Duesenberg chassis. The design was the product of the mind of Gordon Bueh  [Read More...]


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.
By Daniel Vaughan | Feb 2007
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.

By Jessica Donaldson
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