1935 Duesenberg Model SJ

History

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

1935 Vehicle Profiles

1935 Duesenberg Model SJ vehicle information

Dual Cowl Phaeton
Coachwork: Union City
Designer: Gordon Buehrig

Chassis Num: 2592
Engine Num: J-562

To many, Duesenberg represents the pinnacle of American automobile art. Fred and August Duesenberg were master mechanics and metal aritisans, whose names have lived on long after their company closed. This car was built for an associate of E. L. Cord....[continue reading]

1935 Duesenberg Model SJ vehicle information

Convertible Coupe
Coachwork: Walker

Chassis Num: 2405
Engine Num: J-530

There are times when creations take on a persona and an identity never given to them by their creators. Perhaps one of the best reflections of this notion would have to be Duesenberg. Such was their quality and extraordinary character that it would o....[continue reading]

1935 Duesenberg Model SJ vehicle information

Dual Cowl Phaeton
Coachwork: Union City
Designer: Gordon Buehrig

Chassis Num: 2558
Engine Num: J-537

Billed as 'the world's finest motor car,' the J model had a massive chassis and a powerful eight-cylinder 265 horsepower engine that could propel the car to 116 miles per hour in high gear. A somewhat pricey automobile, the cost of a Duesey was $13,....[continue reading]

1935 Duesenberg Model SJ vehicle information

Cabriolet
Coachwork: Bohman & Schwartz

Chassis Num: 2596
Engine Num: SJ 572

This model SJ Duesenberg, chassis number 2596, was built for Russian Prince Serge M'Divani, an aristocrat and marital 'opportunist.' Its Bohman & Schwartz-built body is unique in design. A one-of-a-kind, the car has numerous recognizable Bohman & S....[continue reading]

1935 Duesenberg Model SJ vehicle information

Town Cabriolet
Coachwork: Bohman & Schwartz

Chassis Num: 2582
Engine Num: SJ553

In the post Depression era, only the best and most skilled craftsman were given the opportunity to pen a design for the elegant Duesenberg J and SJ. Bohman & Schwartz was able to weather the terrible times of the Great Depression due to their creati....[continue reading]

1935 Duesenberg Model SJ vehicle information

Convertible Coupe
Coachwork: Murphy

Chassis Num: 2406
Engine Num: J527

This Duesenberg, sold in New York in 1933, featured a beautiful convertible coupe body executed by Rollston and was powered by a supercharged SJ527 engine. The owner drove it for about a year and traded it in on a new Duesenberg, with Rollston body,....[continue reading]

1935 Duesenberg Model SJ vehicle information

Speedster
Coachwork: Gurney Nutting
Designer: Gordon Buehrig

Chassis Num: 2614
Engine Num: J-585

The 1935 Duesenberg SJ Gurney Nutting Speedster with chassis number 2614 and engine J-585, was built for the Maharaja of Indore in London. It was supposed to be delivered to India, but after Japan invaded China, there was fear it might also invade I....[continue reading]

1935 Duesenberg Model SJ vehicle information

Convertible Victoria
Coachwork: Darrin
Designer: Gordon Buehrig

Chassis Num: 2571
Engine Num: J-543

Darrin designed and built roughly 10 custom Duesenbergs, this was likely the last one built on the short 142.5 inch wheel base supercharged SJ Chassis. The Convertible Victoria was ordered by E.Z. Sadovich and delivered in May 1935 to Enzo Fiermonte ....[continue reading]

1935 Duesenberg Model SJ vehicle information

Torpedo Phaeton
Coachwork: Walker
Designer: Gordon Buehrig

Chassis Num: 2608
Engine Num: J582

The Model J was produced in Indianapolis from 1929 until 1937 with a 420 cubic-inch DOHC engine producing 265 horsepower in stock form and 320 horsepower in supercharged form. Each of the chassis sold received custom coachwork built to the whims of t....[continue reading]

Dual Cowl Phaeton by Union City
Chassis #: 2592 
Convertible Coupe by Walker
Chassis #: 2405 
Dual Cowl Phaeton by Union City
Chassis #: 2558 
Cabriolet by Bohman & Schwartz
Chassis #: 2596 
Town Cabriolet by Bohman & Schwartz
Chassis #: 2582 
Convertible Coupe by Murphy
Chassis #: 2406 
Speedster by Gurney Nutting
Chassis #: 2614 
Convertible Victoria by Darrin
Chassis #: 2571 
Torpedo Phaeton by Walker
Chassis #: 2608 


Concepts by Duesenberg



Recent Vehicle Additions

Performance and Specification Comparison

Model Year Production

#1#2#3Duesenberg
1940Chevrolet (764,616)Ford (541,896)Plymouth (430,208)
1939Chevrolet (577,278)Ford (487,031)Plymouth (423,850)
1938Chevrolet (465,158)Ford (410,263)Plymouth (285,704)
1937Ford (942,005)Chevrolet (815,375)Plymouth (566,128)
1936Ford (930,778)Chevrolet (918,278)Plymouth (520,025)
1935Ford (820,253)Chevrolet (548,215)Plymouth (350,884)
1934Ford (563,921)Chevrolet (551,191)Plymouth (321,171)
1933Chevrolet (486,261)Ford (334,969)Plymouth (298,557)
1932Chevrolet (313,404)Ford (210,824)Plymouth (186,106)
1931Chevrolet (619,554)Ford (615,455)Buick (138,965)
1930Ford (1,140,710)Chevrolet (640,980)Buick (181,743)

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