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1934 Duesenberg Model J

The Duesenberg Model J was the result of Errett Loban Cord's vision of creating the greatest American vehicle ever produced. It had all the amenities available, lots of power, and carried the Duesenberg's prestigious name. It was introduced to the public at the 1928 New York Auto Show. As was the case with many manufacturers at the time, various coachbuilders were tasked with outfitting the vehicle with various designs and creations. Meaning a chassis was usually supplied to the coachbuilder, including all mechanical components. The coach-builders would then create a body for the vehicle. The chassis used for the Model J was a simple ladder frame with solid front and rear axles. They were designed to accommodate all the body types to be created, regardless of size. A revolutionary maintenance system was installed on the Model J that automatically provided lubrication to various parts of the chassis after a period of time. Installed on the dashboard were lights that illuminated after various mileages elapsed informing the driver to perform preventive maintenance on the battery and to change the oil.

The 32-valve, dual-overhead-camshaft eight-cylinder engine was capable of producing 265 horsepower. The 6.9-liter power plant was designed by Fred Duesenberg and constructed by the Lycoming engineer builder. A supercharger was available increasing horsepower even further. A small number of the Model J's were outfitted with the supercharged, and they became known as the Model SJ. A few SJs were modified further through the use of a ram-horn intake which boosted horsepower to an astonishing 400. These very rare examples were dubbed the Model SSJ. A four-speed gearbox was initially offered but was unable to handle the engine's power. It was later replaced with a 3-speed gearbox that was unsynchronized. Ultimately, the Model J was difficult to drive and control due to its size and its horsepower.

Throughout the production life span of the Model J which lasted until 1937, only 481 examples were produced, falling well short of the initially estimated production figures. Part of the reason was the price tag and the economical turmoil the country was facing. The World War and the Great Depression were difficult times for many companies and it was hard to gauge the impact it would have on the sales of the vehicles at the time.

The Model J vehicles were purchased by the rich and the famous. The Model J was truly a paragon that defined style, class, performance, and quality. Their low production figures and the various body styles produced by coachbuilders ensure their exclusivity and their ability to fetch top dollar even in modern times. It is not uncommon to see a Model J sold at auction for more than a million dollars.

by Dan Vaughan

Riviera Phaeton by Brunn
Chassis number: 2550
Engine number: J440

Errett Loban Cord was the man responsible for the Duesenberg Model J. He had been unsuccessful in several business ventures before realizing his talents as a salesman. Cord joined the ailing Auburn Company and helped turn the company around. E.L. Cord capitalized upon Duesenberg's reputation as a prominent and successful builder of racing cars coupled with Fred Duesenberg's talents as an engineer.

The Model J made its debut at the 1928 New York Automobile Salon. It was constructed atop a conventional leaf-sprung ladder-type frame. Solid axles could be found in both the front and rear. The car was elegant, luxurious, and mechanically advanced. To help keep the car in the driver's control, 15-inch hydraulically operated drum brakes could be found on all four corners. Under the long and graceful hood was a 420 cubic-inch double-overhead camshaft engine that was capable of producing over 260 horsepower. the power was sent to the rear wheels through a three-speed manual gearbox.

Top coachbuilders of the time were tasked with creating the custom bodies for these vehicles. Names such as Murphy, LeBaron, Castagna, Hibbard & Darrin, and Franay and Brunn were given the opportunity to sculpt a body on the 142.5- or 153.5-inch chassis. The cost of owning one was very steep; the cost of a rolling chassis was about $8500 which was well above the cost of most automobiles at the time. The body would drive that figure even further.

Chassis number 2550 is one of only three Model J's with a Riviera Phaeton body by Brunn. It was the first four-door convertible to have a fold-down top that could be completely concealed when folded. When the top was lowered, the rear body section could be tilted back to allow the top to fold and be stowed away.

This car is believed to have been constructed near the close of 1933. Since new, the car has had several owners. The original engine is believed to have been J521 but has since been replaced with J440. It has been treated to a comprehensive restoration since new. It was disassembled to its bare chassis with all of the mechanical components being rebuilt and properly finished. During the rebuild, it was brought back to its factory condition.

This car was offered for sale at the 2006 Gooding & Company Auction held in Pebble Beach. It was estimated to sell for $1,000,000 - $1,400,000. All of the proceeds from the sale of this vehicle went to the Ministrelli Women's Heart Center at Beaumont Hospital, Royal Oak, Michigan. It was offered without reserve.

Since there was no reserve placed on the vehicle, the winning bidder has the potential to walk away from the sale with an offer lower than the vehicle's estimated value. However, the vehicle was sold within the estimated value, selling for $1,210,000.

Conceived and executed to be superlative in all respects, the Model J was introduced at the New York Auto Salon on December 1, 1928. It was powered by a straight-eight engine with double overhead camshafts and four valves per cylinder. Displacing 420 cubic inches, the motor made 265 horsepower. This was later increased to 320 horsepower for the Model SJ, thanks to a centrifugal supercharger.

The new Duesenberg was tailor-made for the custom body industry. While most of the leading coachbuilders clothed the mighty J, many modern observers believe it was Brunn & Company who best combined exceptional design with outstanding build quality. One of the most remarkable designs of the era was its Riviera Phaeton body, a convertible sedan with a completely disappearing top that stowed in a compartment hinged at the rear bumper. It is that very coachwork that this example is fitted with.

Because this Duesenberg was one of only three Model J's fitted with a Riviera Phaeton body by Brunn, it is likely that this was the car built in late 1933 as the 1934 show car. This model was the first four-door convertible to have its top completely concealed when folded; the rear body section tilted back, allowing the top to be folded and then concealed once that rear section was lowered.

by Dan Vaughan

Town Car by Rollston & Company
Chassis number: 2399
Engine number: J374

Stately Coachwork on a High-Performance Chassis

The Duesenberg brothers, Fred and August, founded Duesenberg Automobiles & Motors Company in 1913. The performance of the Duesenberg-powered cars was impressive; Duesenberg racers won the Indianapolis 500 in 1924, 1925, and 1927. And, in 1921, American driver Jimmy Murphy won the French Grand Prix at LeMans in a Duesenberg.

By 1934, the loss of Fred in a 1932 auto accident and the Depression had taken their toll on the legendary Duesenberg. That year, Duesenberg made the difficult decision to quit motorsports. The last Duesenberg to run the Indy 500, prepared by Augie and driven by Joe Russo, finished fifth in the 1934 race.

Rollston, the New York City coachbuilder that provided the handsome town car body for this Duesenberg, reportedly supplied 57 bodies for the Model J chassis (five of these were replacement bodies). Fifteen Rollston Duesenbergs were town cars, each one finished to individual order. The last Duesenberg to be completed, in 1940, had a body built by Rollson, a spin-off of the by-then-defunct original Rollston operation.

With a body by Rollston, this Model J Town Car combines the stately style of a classic body style with the racing-inspired performance of the legendary Duesenberg chassis. It has skirted fenders and 17-inch wheels typical of the mid-1930s trend toward a more streamlined look. Rollston's design used the length of the chassis to make a perfectly proportioned automobile on both the outside and inside, which features inlaid wood panels.

Once the property of a Chicago 'businessman,' this Duesenberg J led a rather exciting early life before it was sold in 1942 to its next owner, and in 1959 to the current caretaker's family. One can imagine the various 'business meetings' that the car attended during its time in Chicago. It has been cared for by its current owner since 1959 and has been thoughtfully preserved ever since.

A regular attendee at the many Auburn, Cord, and Duesenberg events over the years, it has won many awards. The New York City coachbuilder Rollston that supplied this Town Car body was acknowledged as building some of the strongest bodywork of the classic era and used only the best materials and castings. Rollston built 57 bodies for the magnificent Duesenberg Model J and JN, including 15 Town Cars.

Disappearing Top Convertible Coupe by Murphy
Chassis number: 2490
Engine number: J-461

J-461 was originally purchased by Siegfried Roebling, the grandson of John Roebling of Brooklyn Bridge fame. The car that Mr. Roebling received in 1931 was a LeGrande Sweep-Panel Dual Cowl Phaeton. A short time later, Mr. Roebling was involved in an accident that damaged the body. The car was returned to the factory, where they fitted a new body, per Mr. Roebling's request, to the car. The Murphy Convertible Coupe body was sourced, either from a local dealer or directly from California, and fitted to the standard-length chassis. The body features a rear-mounted spare in lieu of the side mounts featured on all other bodies. This feature required a special rear bumper that gave the car a unique appearance and character. The honeycomb grille from the LeGrande body was retained and used on the Murphy, along with the twin driving lights.

The work was completed in 1934. Early in its life, it was given a two-tone paint scheme, with the lower half painted in a light color and the upper portions finished in a darker color. Duesenberg re-titled J-461 as a 1934 and treated it as though it was an entirely new product.

When Mr. Roebling passed away in 1936, the car remained on the East Coast, eventually coming into the care of Richard Harris of New Heaven, Connecticut, who purchased it in the early 1940s. A short time later, the car was purchased by Jim Hadley of Washington, D.C. Around that time, the car was given a later-style radiator, and the two-tone livery was changed to a single dark color.

In the 1950s, the care was in the care of James G. Groendyk of Upper Saddle River, New Jersey, and even appeared in a Quaker State Advertisement. From there, the car was sold to an owner in Florida before making its way back to the Northeast in 1970 when it was acquired by M.H. Gould of Pennsylvania. Later in the year, the car was sold to Richard Boeshore, also of Pennsylvania.

In the mid-1970s, the car was shown at Hershey where it received an AACA award. Eventually, the car was sold to Chicago resident William Buddig. Mr. Buddig began a complete and show-quality restoration, which was completed in 1985. The car was finished in black and put onto the concours circuit. At the ACD reunion in 1986, J-461 was awarded Best Score, the ACD Fred Duesenberg Award, and Best of Show. In 1986, the car was shown at the Pebble Beach Concours d'Elegance where it earned a First in Class. It earned Best of Show honors at the Tucson Concours in 1986. The following year, it was put on display at the Gilmore Duesenberg Show in Hickory Corners, Michigan. Out of the 125 Duesenbergs on display, the car was selected as the Best Model J Duesenberg. Later in the year, the car was shown at the Meadow Brook Concours D'Elegance where it was awarded a First Place award. It has earned a 100-point judgment by the CCCA and has since earned Junior, Senior and Premier awards. In 1989, it won Best of Show honors at the Chicago International Concours.

After Mr. Buddig passed away in the 1990s, the car was sold by his family to Jerry J. Moore. After nearly a decade, the car was sold to the present owner.

In 2010, this Duesenberg was offered for sale at the Gooding & Company Auction held in Scottsdale, Arizona. As bidding came to a close, the lot had been sold for the sum of $1,815,000, inclusive of the buyer's reserve.

by Dan Vaughan

LaGrande Phaeton by Brunn

Only a small number of Duesenberg La Grande Phaetons were ever built.

Duesenberg's philosophy was that his designs should be so original that no Duesenberg would resemble anything other than another Duesenberg. A swept-back, double-cowled Phaeton model featured an inset panel that began at the radiator cap, widened near the cowl, and ended in the door in a reverse curve. This design, the LeBaron, was supplanted by the LaGrande, which had flatter-faced door surfaces, a straight-edge waistline, and a panel that extended farther across the front door.

Boattail Speedster by Bob Gassoway
Chassis number: 2159
Engine number: J134

This Duesenberg Model J has a Boattail Speedster body created by Bob Gassoway. The vehicle, J-134, was commissioned by Denver, Colorado resident Mr. Harry G. Liebhardt late in the 1930s as a second body for his Duesenberg (chassis number J507). The original work was a Convertible Sedan with coachwork by Derham. Liebhardt commissioned the Walton Body Shop in Denver, Colorado to begin construction of a second body that could be easily mounted to his chassis. Unfortunately, the car was never completed, and the known history of the car ceases in the late 1930s until the project – with the Walton Speedster body – was acquired by Bill Harrah. This car would become the inspiration for the coachwork designed for and fitted to J134. Moreover, some of the parts from the Walton Speedster were incorporated in the coachwork now fitted to J134.

Meanwhile, another car, J134/2159 was originally delivered as a LeBaron Convertible Berline for Cord Corporation Attorney Robert Gill. Little is known about the subsequent history of Gill's convertible berline, although it is likely that it was broken up for parts in the 1940s as various components have surfaced in other Duesenberg restorations. Many of the parts were ultimately purchased by Harrah for use in other projects.

Mr. Harrah had other plans for the Duesenberg chassis and opted to store the period Walton Speedster body while he focused on creating an alternative Speedster body. He commissioned Maurice Schwartz, one of the founders of noted coachbuilder Bohman and Schwartz, to design a new speedster body in the style of the original Weymann Boattail Speedster.

Ultimately, Mr. Bill Craig, who had acquired engine J134 from Harrah, persuaded Harrah to sell him many of the original parts from J134. Craig assembled the Duesenberg using another chassis of unknown manufacture, but probably built by Frank Heiss, and fitted engine J134 along with firewall #2159. Mr. Craig owned the Duesenberg project for some time before ultimately selling the car to the late Mr. Rick Carroll of Florida.

When the J134 project was acquired by Rick Carroll, it was in need of a full restoration. No one knows today how much, if any, of the original Walton Speedster body remained with the car, but we do know that Mr. Carroll contacted noted restorer Bob Gassoway in the early 1970s to investigate the potential for restoring the car to show standards. Mr. Gassoway explained in a letter to a later owner, Mr. Richard Kughn, that Mr. Carroll disliked the proportions of the Walton Speedster, and therefore Carroll commissioned Mr. Gassoway to rebuild the car and improve both the craftsmanship and the lines of the car. Former Duesenberg designer Mr. Herbert Newport was brought in to design the new coachwork. It was at about this point that Mr. Carroll elected to sell the car.

Ultimately, the Duesenberg was purchased by Carroll's longtime friend and noted Rolls-Royce collector Mr. Raymond Lutgert. After several meetings with Bob Gassoway, the project was again on track, only now Mr. Lutgert was to be the proud owner following the car's completion in 1977. The newly redesigned body had gone through an extensive transformation under Newport and Gassoway's guidance. The rear section of the car had been changed extensively, as had the grille and hood, which now reflected the traditional Duesenberg look. It is likely that the supercharger was fitted during the course of the restoration.

by RM Auctions

LWB Berline by Murphy
Chassis number: 2457
Engine number: J-450

Rumors exist that the original owner of this Duesenberg J-450 was George Whittell Jr. However, there is no conclusive evidence regarding its earliest owner. As is best understood, the car was originally delivered to a woman living in California who returned it to Pasadena where it was subsequently restyled by Bohman & Schwartz. The original coachwork was a limousine body built by the Walter M. Murphy Company.

The exterior was originally dark blue with polished aluminum and chrome. Bohman & Schwartz updated the styling with bullet headlights, mildly skirted fenders, and trim reminiscent of the JN series. The Berline has a highly polished beltline, 1934 Cadillac taillights, body-colored wheel discs, and whitewall tires.

Bohman & Schwartz finished the work in 1934 and delivered it to its first known owner, Jonas Bloom. In 1941, the car was sold to Atherton, California resident J.D. O'Keefe. Later in the decade, it was sold to W.C. Ray of Reno, Nevada.

William Harrah purchased the vehicle in 1948, prior to the establishment of Harrah's Automobile Collection. It remained in his care until 1954, when it was sold to William Craig of Reno, NV. After seven years with Mr. Craig, it was sold to Mr. Emery near Seattle, Washington. By 1963, the car was with E. Rambauer who sold it to J. Cunningham two years later. In 1966, John Dennis acquired the car, and it has remained with him ever since. During the past 45 years, the car has been treated to a sympathetic restoration, preserving the original upholstery and maintaining a high degree of authenticity.

In 1983, the car was given a high-speed rear end for improved highway performance. In 1989, it was given an external exhaust system.

Between 1988 and 1989, the car was loaned to the Auburn-Cord-Duesenberg Museum.

The engine is this vehicle is J-450. It is thought that the engine could actually be J-213 and has been re-numbered to J-450.

In 2011, the car was offered for sale at the Gooding & Company auction held in Pebble Beach, CA. It was estimated to sell for $550,000-$650,000. As bidding came to a close, the car had been sold for the sum of $495,000 including the buyer's premium.

by Dan Vaughan

Arlington Sedan by Derham
Engine number: J-486

The Duesenberg brothers pioneered many advancements in the automotive industry including the development of the straight-eight engine as well as the single and double overhead camshaft. The brothers built two significant production cars, the Model A, sold from 1921-1926, and the Model J, which sold from, 1927-1937. The Model J was the most powerful and expensive production car of the time.

The Model J was made possible by the financial backing of E. L. Cord. Cord had recently turned around the failing fortunes of the Auburn company and he was looking to build a low-volume luxury car with custom coachwork to compete with Hispano-Suiza and Rolls-Royce. The Model J, designed by Fred Duesenberg, featured a 420 cubic inch straight-eight engine with four valves per cylinder and double overhead camshafts. This engine produced a claimed 265 horsepower and propelled the Model J to over 100 mph.

The Duesenberg Model J was the ideal platform for some of the most stunning custom coachwork of the Classic Era. The Model J, as with other luxury models, was primarily coach-built, with custom bodies built to the request of the buyer. The Derham Body Company, which was founded in Pennsylvania in 1887, built some of the most luxurious and desirable bodies for many of the wealthiest and most important personalities of the era.

As was customary among the luxury car brands, only the chassis and engine were displayed as the interior and body of the car would be custom-made by an experienced coachbuilder to the owner's specifications. This Duesenberg J sedan with coachwork by Derham was purchased on July 11, 1934, by Clarence R. Bitting, president of the United States Sugar Corp. who owned it for 18 years. The sedan body was designed by Derham and is unusual in that it retains its original body, engine, chassis, and accessories. The straight-eight model J motor was based on the company's successful racing engines of the 1920s and though designed by Duesenberg they were manufactured by Lycoming, another company owned by Cord. In normally aspirated form, it produced 265 horsepower from dual overhead camshafts and four valves per cylinder. It was capable of a top speed of 119 mph and 94 mph in 2nd gear. Other cars featured a bigger engine but none of them surpassed its power. It was also both the fastest and most expensive American automobile on the market.

Custom Beverly Sedan by Murphy

This Duesenberg Model J is one of 12 Beverlys built by Murphy with documented ownership history from 1934 to the present. It was designed by the influential stylist Gordon Buehrig, who was employed by Duesenberg between 1929 and 1932, and it stands as one of his most famous creations. Among the most striking features of this design are the raked windshield and the small windows in the A-pillar. During Noel Thompson's ownership, this car was meticulously restored. It has competed in many concours d'elegance events and car shows and has won national First Prizes from the Antique Automobile Club of America and the Classic Car Club of America.

Convertible Coupe by Walker
Chassis number: 2568
Engine number: J531

The Duesenberg brothers of St. Paul, Minnesota began building racing cars just prior to the onset of World War I, in 1913. Fred, the older brother by five years, was the designer and tinkerer of the pair while Augie made Fred's designs come to life. They were self-taught mechanics who initially built cars that bore the Mason and Maytag names. Their four-cylinder engine produced by Rochester powered half a dozen marques, and the race cars they built were driven by many accomplished drivers including Rex Mays, Peter DePaolo, Albert Guyot, Eddie Rickenbacker, Ralph DePalma, Ab Jenkins, Ralph Mulford, Stubby Stubblefield, and Jimmy Murphy. The first of fifteen consecutive Indianapolis 500 appearances began in 1913, and a total of 70 Duesenbergs would compete during that time. 46 percent (thirty-two) of them finished in the top 10. In 1921, Jimmy Murphy's Duesenberg won the French Grand Prix at Le Mans and was the first car with hydraulic brakes to start a Grand Prix. A year later, Murphy won at Indianapolis and was joined by eight other Duesenbergs in the top ten places.

The Duesenberg brothers moved to Elizabeth, New Jersey in 1916 to build military engines, and following the cancelation of their government contract in 1919, the company moved to Indianapolis, IN. They became part of the E.L. Cord empire near the close of 1926.

When the Model J Duesenberg was introduced in 1929, its horsepower output more than doubled the highest-producing American motor car of the time, the Packard 645 and Stutz M. The 'short' wheelbase platform equaled many of its competitors long-wheelbase offerings. The coachwork bestowed upon the highly sophisticated chassis was equally impressive and was among the most opulent and expensive from the very best that America and Europe had to offer, including Murphy, LeBaron, Holbrook, Judkins, Derham, Willoughby, and Rollston. Most Mode J's received unique coachwork to their client's orders. Duesenberg, however, also developed an in-house line of bodies from the A-C-D Body & Art Studio, comprised of talented individuals such as Gordon Buehrig and Al Leamy. Styled La Grande, Duesenberg's proprietary designs were built by several coachbuilders and supplied to the Duesenberg factory in Indianapolis where they were mounted and trimmed either to clients' orders or for stock. Most were built by the Union City Body Company, and a few were built by others, including Brunn, Weymann, and A.H. Walker.

Albert Walker started his coachbuilding firm in 1934 in the old Weymann American Body plant. Walker built three of these stylish cars, known as Walker-LaGrande Convertible Coupes, on the Duesenberg J chassis, and this Model J Convertible Coupe is the only one of the three that retains the original open fender design. (The three Walker-LaGrande Convertible Coupes are J530, J531, and J534).

J531

The elegant and graceful beltline molding of the Walker convertible coupes is one of the distinguishable features, stretching down from the cowl to a point midway down the rear fender's leading edge. Additional unique features include the rake and low height of the windshield, the innovative crank-operated top mechanism, and the long hood that traverses from the base of the windshield to across the cowl area, essentially combining the body, cowl, and hood into a single seamless entity.

This car was first purchased by Marjorie Merriweather Post, the founder of General Mills, Inc. She was a businesswoman, socialite, philanthropist, and collector of fine art - and the wealthiest woman in the world. She sold the car to Wallace Bird of Long Island, New York, in 1962, and it was later sold to Hans Dieter Holterbosch of New York City. Its current owner has restored the car to its original color and specification.

This Model J is powered by an 8-cylinder, twin-cam engine equipped with factory-fitted dual Winfield carburetors. There are dual overhead camshafts, four valves per cylinder, a three-speed manual transmission, and four-wheel vacuum-assisted hydraulic brakes. The 142-inch wheelbase chassis is suspended by a front beam axle suspension with a live axle setup in the rear.

Dual Cowl Phaeton by LeGrande
Engine number: J-250

LaGrande was Duesenberg's in-house coachbuilder. The Phaeton was styled by Duesenberg's favorite designer, Gordon Buehrig. This particular Duesenberg has a recreated body in the style of the popular LeBaron Dual-Cowl Phaeton. It is equipped with a 420 cubic-inch straight eight with 265 horsepower. It weighs around 5,500 pounds and would have cost $14,750 when new. The chassis of this car was originally fitted with engine SJ-573. In 1942, aerospace company Pratt and Whitney was testing superchargers for military aircraft engines and obtained 4 Duesenberg engines. SJ-573 became a casualty when cold water was added to the engine and resulted in a broken block. This Duesenberg was donated to the ACD Museum by Guy E. Beatty, Jr.

The Duesenberg Model J was intended to compete with the luxurious and powerful automobiles of the time. E.L. Cord bought the Duesenberg Motor Corporation in 1926 and told Fred Duesenberg to design a car that would be the fastest and best car in the world. At this time, Fred's brother Augie was responsible for a number of the engineering achievements of the automobile. Sadly, production ceased in 1937 after Cord's financial empire collapsed.

Riviera Phaeton by Brunn
Chassis number: 2550
Engine number: J440

This is the second of three Riviera Convertible Sedans built by the Brunn Coachworks of Buffalo, New York, and is the only one built on the shorter 142.5-inch chassis with an unsupercharged (naturally aspirated), straight-eight 265 horsepower engine. The body features an ingenious disappearing top. After passing through the hands of several owners, it was bought by Frank Lloyd Wright's son-in-law, William Wesley Peters of Wisconsin, who then passed it on to Jim Aiken in 1967. Aiken commissioned Chris Bohman, the son of Christian Bohman of Bohman & Schwartz, to adapt the body style slightly, modernizing the fender skirts and adding a trunk rack. In the late 1990s, the Duesenberg joined the collection of J. Peter Minstrelli, who engaged Fran Roxas and Brian Joseph to restore the car to its original configuration in 2006.

Torpedo Phaeton
Chassis number: 2579
Engine number: J555

This 1934 Duesenberg Model J Dual Torpedo Phaeton was originally fitted with a Willoughby Berline body. It is believed that around 1939 it was re-bodied as a convertible sedan. Years later, it was given its current Torpedo Phaeton coachwork by Fran Roxas in the style of Brunn. It currently is finished in midnight blue with mocha leather upholstery, brown carpet, and white wall tires mounted on chrome wire wheels. It has extravagant chrome detail with two driving lights mounted on the windshield, a large luggage rack on the rear, and two spare white wall tires on wire wheels mounted to the front fenders. It has a second windshield and chrome-slatted running boards. The interior is accessed through hidden hinged coach (suicide) doors. The bench seats are finished in soft brown leather. There are chromed dials, gauges, and instruments. There is a rear-compartment dashboard with a Jaeger clock, speedometer, and compass.

By around 1982, the car was in the care of an individual from Chicago. In 1986, it was featured in Duesenberg: The Pursuit of Perfection, written by Fred Roe. In 1988, it was invited to the Pebble Beach Concours d'Elegance in the New Coachwork Class, featuring its Roxas body.

It has been in the care of its current owner since 2006.

by Dan Vaughan

Dual Cowl Phaeton by Murphy

The two-tone green Dual Cowl Phaeton body of this 1934 Duesenberg J is a classic Murphy design - one of the premier phaeton forms created for the Duesenberg J chassis. It was among J.B. Nethercutt's favorites, and fittingly it brought him his third win at Pebble Beach, tying him with William Harrah's record. J.B. Nethercutt had scored two consecutive wins in the late 1950s, but Harrah responded with three wins in the early 1960s. With this win, Nethercutt pulled even and he would never fall behind in the count again. The Nethercutt Collection has won the top award at Pebble Beach on six occasions - a record that remains unmatched by any other individual or collection. Perhaps fittingly, Duesenberg has also scored six Best of Show wins at Pebble Beach. It is the winningest American marque.

Town Car by Murphy
Chassis number: 2531
Engine number: J295

This 1934 Duesenberg is one of only six Model Js bearing an elegant formal Murphy Town Car body. The choice of the body was particularly interesting since Murphy had gone out of business two years prior, amidst the Great Depression. The long-wheelbase J chassis and the Murphy body were mated for Philadelphia socialite Ethel M. Dorrance, whose husband John Dorrance had discovered how to condense and can soup, paving the way for Campbell Soup to make its way to tables across America. Dorrance seldom used the car; it is said that she retired it after a brick was thrown at it. The interior is finished with wonderful Art Deco details, and decorative motifs are even echoed in the cast door handles.

Convertible Coupe by Walker
Engine number: J534

The Duesenberg was designed to be 'the world's finest motor car.' Arguably, by every barometer, it achieved this goal. It more than doubled the horsepower of the highest-producing American motor car at the time, and it's 'short' wheelbase model was essentially the same as its competitors' long-wheelbase offerings. The coachwork was created by the best coachbuilders in America and Europe, including Murphy, Judkins, Holbrook, LeBaron, Willoughby, Rollston and Derham (among others). Most Duesenbergs were handcrafted to clients' orders, often with intimate client involvement during design, construction and trimming.

Catering to customers who wanted something immediate, Duesenberg developed an in-house line of bodies from the A-C-D design department. The list of talented staff who assisted in the A-C-D Body & Art Studio, including Al Leamy and Gordon Buehrig. Styled La Grande, Duesenberg's proprietary designs were built by several coachbuilders and supplied to the Duesenberg factory in Indianapolis. From there, the Duesenbergs were trimmed and finished to clients' order or for stock. Most of these examples were built by the Union City Body Company; others were built by Brunn, Weymann, and A.H. Walker.

This particular convertible coupe example (J534) is a La Grande design that was built by A. H. Walker Company; a total of three examples were constructed (J530, J531, and J534). Unique styling elements of this design include a raked and low-height windshield, a sweeping tail, the beltline molding that dips down from the cowl, ending partway down the rear fender's leading edge. The long hood, which extends across the cowl area to the base of the windshield, combines the cowl and body into a single graceful entity.

J534 was sold new to Dr. Frederick Gruneck of Chicago, Illinois, who traded a Murphy-bodied Duesenberg convertible coupe for it. Col. J. W. Dessette of Chicago, the car's second owner, sold it to Verne L. Stone of LaGrange, Illinois, in May of 1941. In 1950, it was sold to Fred Gifford of Chicago, who commenced a comprehensive restoration of the car, completed almost ten years later, in 1959. Shortly thereafter, it was sold to David Stewart of Chicago and Florida, who kept it until September of 1971, selling it to William Goodwin of Frankfort, Indiana. While in Mr. Goodwin, the car was restored for a second time. The Duesenberg remained with Mr. Goodwin until his death in the late 1990s. Dr. Joseph Murphy of Dovestown, Pennsylvania, became the car's next caretaker. In 2001, the car was offered for sale at RM Auction's Meadow Brook Hall sale, and at the time, it wore a two-tone red paint scheme and was in correct overall condition. Judge Joseph Cassini III was the winning bidder and he later traded J534 to the previous owner as part of a deal to acquire another particularly rare automobile. The new owner gave the car another restoration - to concours standards - by Mr. Fran Roxas. The work took three years to complete, and upon completion in 2004, it won Best in Class at the Pebble Beach Concours d'Elegance. In 2005, the car returned to RM Auctions - this time at their Arizona sale held at the Biltmore. It crossed the auction block wearing a midnight blue exterior with a red leather interior. As the gavel fell, the car had been sold into new ownership.

The inline eight-cylinder has dual overhead camshafts, four valves per cylinder, displaces 420 cubic inches, and produces 265 horsepower. The wheelbase measures 142 inches and is suspended by a front front beam axle with a live rear axle. There are four-wheel vacuum-assisted hydraulic brakes and a three-speed manual transmission.

by Dan Vaughan

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, the 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 its 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 2nd, and turned around 0-60 in 8 seconds. The supercharged Model J came with 320 HP and the supercharger was placed alongside the engine, with creased exhaust pipes to make room for 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 competitors.

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 its 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.

by Jessican Donaldson

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 Rickenbacker 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 company's 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 were relocated in July of 1921 from New Jersey to Indianapolis. Part of the purpose of the move was to focus more on the production of passenger vehicles. The Company had a hard time selling its 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 the lack of selling automobiles sent the company into receivership in 1922. After a few years, it's debts had been resolved, thanks 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, the 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 engine output, the 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 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 that 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. The 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 America and Europe were selected to clothe the Model J and Model SJ in some of the grandest and most 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, a dashboard, and sometimes a swiveling spotlight. 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, the 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 in case 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. Monarchs, kings, queens, and the very wealthy accounted for the rest of the sales.

Production continued until the company ceased production in 1937. Little changed in the Model J over the years. The four-speed gearbox was replaced by an unsynchronized three-speed unit that was better suited to cope with the engine's power. The last Model SJ's produced had ram-horn intakes and were 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 that 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 were too much for E.L. Cord to consider, 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 Dan Vaughan