The Duesenberg Model J is considered the pinnacle of Classic Era American automotive excellence. It was a paragon of precision engineering, coachbuilt elegance, unequaled performance, and Herculean proportions. Introduced in December 1928 at the New York Auto Salon, early promotional material declared the Model J as 'The World's Finest Motor Car,' challenging Cadillac's slogan of being 'the Standard of the World' and Rolls-Royce's claim of making 'the best car in the world.'

Genesis

The Duesenberg Model J was the first model produced under the ownership of E.L. Cord. The company's history, however, extends much farther back, with its genesis overseen by brothers Fred and August Duesenberg. Founded in Indianapolis, Indiana, in 1920, it quickly ascended to the pinnacle of motorsport competition and luxury car manufacturing courtesy of the Duesenberg brothers' skill and experience. They had designed a vehicle in 1905 and formed the Mason Motor Car Company a year later with funding from Edward R. Mason in Des Moines, Iowa. Selling their stake in the company in 1912, the brothers moved to Saint Paul, Minnesota, where they established the Duesenberg Motors Company in 1913. In 1914, Eddie Rickenbacker drove a Duesenberg-designed vehicle at the Indianapolis 500 and placed tenth overall.

In 1919, they sold their Saint Paul factories and moved to Indianapolis, Indiana, where they founded the Duesenberg Automobile & Motors Company. The company's Model A was powered by a 260 cubic-inch straight-eight engine, making it the largest engine in a commercially available vehicle. It was also the first production automobile fitted with four-wheel hydraulic brakes.

Producing automobiles was a necessity, but motorsports was the Duesenberg brother's passion. In 1921, Jimmy Murphy drove a Duesenberg to victory at the French Grand Prix, becoming the first American car to do so. Automobiles built by Duesenberg won the Indianapolis 500 in 1922, 1924, 1925 and 1927.

Despite its accomplishments at the race track, the company struggled financially and entered receivership in 1924. In 1926, it was rescued by Errett Lobban Cord. Under his leadership, August's role in the passenger-car side of the business declined as his talents were redirected to designing race cars. The race car production after 1926 was an enterprise that functioned separately from the road-going cars and was built in a building segregated from the main Duesenberg plant. Fred Duesenberg was appointed vice president in charge of engineering and experimental work. August would have nothing to do with the initial design of the Model J but would contribute his engineering talents to other achievements like the supercharger used for both the Auburn and Cord motorcars.

The Duesenberg brothers' expertise benefitted many early American auto manufacturers, and their four-cylinder produced Rochester-powered half a dozen marques. Among the list of accomplished drivers who drove their racing cars include Eddie Rickenbacker, Rex Mays, Peter DePaolo, Tommy Milton, Albert Guyot,

Ralph DePalma, Fred Frame, Deacon Litz, Joe Russo, Stubby Stubblefield, Jimmy Murphy, Ralph Mulford and Ab Jenkins. In 15 consecutive Indianapolis 500s, starting with their first appearance in 1913, 70 Duesenbergs competed. Thirty-two of them (46%) finished in the top 10. Eight of the top 10 cars that raced at the Indianapolis 500 in 1922 were Duesenberg-powered, including Jimmy Murphy's winner.

E.L. Cord's Vision

E.L. Cord's vision for the recently acquired Duesenberg Motors Company was to create an automobile that would surpass the great marques of Europe and America. He assigned this monumental task to Fred Duesenberg, and Fred obliged, creating the Model J.

The original goal was to sell 500 cars a year, but the Great Depression, nearly coinciding with its introduction, had the Model J falling far short of that mark. Approximately 200 examples had been built by October 1929, and an additional 100 orders were filled in 1930. From 1928 to 1937, a total of 481 examples were built, including 445 Model J and 36 Model SJ. The first customer delivery came in May 1929, five months before Black Tuesday. Both E.L. Cord and Auburn Corporation struggled to stay afloat in the decimated middle market, resulting in an inability to support and finance the Model J. Duesenberg properly ceased production in 1937 after Cord's financial empire collapsed.

The Duesenberg Model J Mechanical Specification

The chassis of the Duesenberg Model J had a wheelbase size of nearly 12 feet and its 420 cubic-inch straight-eight engine had double overhead camshafts, four valves per cylinder, and produced 265 horsepower. In comparison, Cadillac's overhead-valve V16 engine, introduced in 1930 and having twice as many cylinders as the Duesenberg, produced 185 horsepower (80 fewer horsepower).

The Duesenberg Model J had a standard wheelbase size of 142.5 inches and a longer wheelbase size of 153.5 inches. Two SSJs rested on a shortened 125-inch wheelbase platform and a few were built on a 160-inch wheelbase size. The solid front and live rear axles were suspended by semi-elliptical leaf springs and shock absorbers, and braking was done via four-wheel, two-shoe hydraulic drums. A fully automatic chassis-lubricating system operated every 30 to 60 miles.

Most of the chassis and engines were constructed in 1929 and 1930, but due to the Depression, they were sold and bodied throughout subsequent years.

The four-speed gearbox used by early examples was soon replaced by an unsynchronised three-speed unit subsequently fitted to all Duesenbergs.

The free-breathing straight-engine engine was based on Duesenberg's racing engines of the 1920s and was manufactured by Lycoming, another company owned by Cord. It had a cast iron block and cylinder head, 5.7:1 compression, a 3.74-inch cylinder bore, a 4.76-inch piston stroke, and a 420 cubic-inch displacement size. It produced 265 horsepower in naturally aspirated configuration and 320 horsepower with the help of a supercharger. This was the highest horsepower produced by an American production car until the Chrysler 'Letter Cars' of the mid-1950s.

The 'SJ' had a centrifugal supercharger and more durable steel connecting rods.

Performance

During an era when most cars could not achieve 100 mph, the Duesenberg Model SJ could reach 104 miles per hour in second gear and exceed a top speed of 135 mph. Zero-to-sixty mph took around eight seconds and passed 100 mph in about 17 seconds.

Without the supercharger, the Model J could reach 89 mph in 2nd gear and had a top speed of around 112 to 116 mph.

Pricing

The Duesenberg Model J was the fastest and most expensive American automobile on the market. The chassis cost $8,500 (USD) until 1932, after which its price increased to $9,500. With coachwork, the total price of the Model J often ranged from $13,000 to $19,000. Two American-bodied Model Js exceeded $20,000; examples fitted with European coachwork may have been higher.

A custom 1933 Duesenberg SJ with an Arlington Torpedo body by Rollston was built specifically for the 1933 Century of Progress in Chicago. It is known as the 'Twenty Grand,' reflecting its selling price. Its design was penned by Gordon Buehrig, who displayed touches of earlier Beverly Berline body style and influences from Hibbard and Darrin. The rear bodywork was similar to the Rollston-built Torpedo Phaeton.

In 1980, the 'Twenty Grand' Duesenberg was named Best of Show at the Pebble Beach Concours d'Elegance. In the late eighties, the car was selected to be exhibited in Essen, Germany, as one of the 'The Ten Most Beautiful Cars in the World.'

Body Design and Coachwork

Gordon Miller Buehrig was hired in 1930 as Duesenberg's chief body designer. He would later create the 1935 Auburn 851 Speedster for corporate sibling Auburn Automobile Company, as well as the Cord 810 and 812. His work was renowned for its tailored proportions and fine detail, and he is respected for viewing cars as art, as evidenced by the title of his autobiography, Rolling Sculpture.

Approximately half of the Model Js received coachwork devised by Buehrig and executed under the name La Grande by company branches in Chicago, New York City, Los Angeles, Philadelphia, Florida and Denver, as well as by smaller dealers. The Walter M. Murphy Body Co. in Pasadena, California, produced over 140 bodies for the Model J, more than any other body builder. A Murphy-designed body was part of the first Duesenberg offering at the Auto Salon held in New York in December 1928. Their most popular body style was the Convertible Coupe, of which sixty examples were produced with fifty-two examples mounted on the 142.5-inch platform. The most famous variation of the Murphy Convertible Coupe body was the 'disappearing top.'

The list of independent US coachbuilders who created coachwork for the Model J was Holbrook, Judkins, Murphy, Le Baron, Derham, Brunn, Barker, Bohman & Schwartz, Dietrich, Willoughby, Walker, and Weymann. European coachbuilders who bodied the Duesenberg include Gurney Nutting, Saoutchik, Franay, and Fernandez et Darrin.

Interior

The interior housed complete instrumentation, which included a 150-miles-per-hour speedometer, a tachometer, an altimeter, an eight-day clock with a split-second stopwatch hand, and more. Depending on specification and configuration, many Model Js received cozy armchairs, a fixed center armrest, a radio, a glove box, and a custom cabinet.

The Duesenberg Model J

The Duesenberg Model J achieved E.L. Cord's vision of surpassing the great marques of Europe and America. It failed, however, to achieve the intended production figures of 500 units annually due to circumstances beyond its control, namely the collapse of the world economy. Many individuals who had the resources to purchase the Duesenberg - or other luxury automobiles - declined to do so, viewing it as poor taste when most of the American workforce was unemployed and standing in bread lines.

Despite the era's economic hardships, 481 examples were built, including 36 with superchargers.

by Dan Vaughan

Dual Cowl Phaeton by Union City
Chassis number: 2592
Engine number: J-562

To many, Duesenberg represents the pinnacle of American automobile art. Fred and August Duesenberg were master mechanics and metal artisans, whose names have lived on long after their company closed. This car was built for an associate of E. L. Cord who saved Duesenberg after the depression. The supercharged SJs are extremely rare and desirable cars. This one has been featured at Dusenberg gatherings at Meadowbrook.

In the Classic Era, it wasn't uncommon for an owner to have a favorite coachbuilt body, which would be reconditioned and moved to a new chassis every few years, rather than buying an entirely new automobile at tremendous cost. Duesenberg President Lucius B. Manning was no exception and had at his disposal a 'sweep panel' Dual-Cowl Phaeton, designed by Gordon Buehrig and built under the 'LaGrande' label by Union City Body Company.

This 1935 Duesenberg SJ has coachwork by Union City Coachbuilders and has the coveted supercharged version of the Duesenberg/Lycoming straight-eight engine. It carries s/n 2592 J-562 and is one of four chassis that was equipped with the LaGrande Phaeton body on a long wheelbase frame. The vehicle was first owned by the Vice President of Cord, L.B. Manning. Mr. Manning enjoyed the vehicle so much that he had the chassis fitted to a different chassis on four occasions. The other three chassis were sold to customers who had them fitted with custom bodies.

This vehicle shown is the third in the series constructed. It was originally sold to a customer with a Willoughby limousine body which had an adequate wheelbase to accommodate this LaGrand Phateon body.

This vehicle was shown at the 2006 Palm Beach International, a Concours d'Elegance where it was awarded the 'Most Elegant Car' award.

by Duesenberg

Duesenberg Model SJ Convertible Coupe by Walker-LaGrande

Convertible Coupe by Walker
Chassis number: 2405
Engine number: 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 obtain its own word from the English language that would forevermore be associated with the company. However, even within Duesenberg, there would be a couple of initials that would be never uttered together that would come to take on a life of their own and that would help to solidify Duesy's reputation. Those initials would be—SJ.

It's hard to change an icon, especially when it has already created a vocabulary all its own. By the 1930s things were really beginning to change. Aerodynamics was becoming a very serious part of engineering and design. Propelled by advancements in aviation, aerodynamics and much more efficient designs were beginning to take precedence over artistic styling and stately designs. But to take away such elements would be to take away the heart and soul of many of the custom-built coaches, especially the Duesenbergs.

Duesenberg had approached the difficulty from the standpoint of continuing to build cars boasting of far-superior reliability instead of merely building cars with designs reflecting the times. However, this would change somewhat when J. Herbert Newport took over as Duesenberg's designer.

Duesenberg had always had a reputation for performance. In fact, a Duesenberg had won the Indianapolis 500 in 1924, 1925, and 1927. Jimmy Murphy would pilot a Duesenberg to victory in the French Grand Prix in 1921. So, it was clear Duesenberg had the performance. There would be a saying, in fact, that went, 'The only car that could pass a Duesenberg was another Duesenberg—and that was with the first owner's consent.'

What gave the Duesenberg its incredible power was another innovation that would come to take on a name of its own—introducing the SJ.

Built by Lycoming, the straight-eight model J motor was based on the racing engines of the 1920s. But then Fred Duesenberg would introduce a factory supercharged unit that would dramatically see the engine power increase until the two initials 'SJ' would become synonymous with performance and speed.

Newport knew he had a lively, energetic engine upon which he could build for the future. However, the Duesenberg design, and its lines, were showing their age and were in terrible need of a face-lift. Therefore, Newport would set about designing a body style that still encapsulated everything Duesenberg Model J, but with a modern approach that welcomed streamlining and considerations of aerodynamic efficiency. The result would be what many would consider 'arguably the most beautiful convertible coupe on a Duesenberg chassis.'

Production was handled by the Indianapolis-based A.H. Walker Body Company under the pseudonym 'LaGrande', Newport's convertible coupe would have to be considered an instant classic. Still obviously a Duesenberg with the bright chrome exhaust pipes porting out of the right side of the car and still sporting a tall, stately radiator, the convertible coupe would be an incredible blending of classic and modern as the fenders would make use of deep skirts and the steep waterfall design at the back of the car would instantly blend took the car into a more modern age.

However, one of the greatest achievements and innovations would come with the convertible top. Instead of being cumbersome and rather difficult, Newport would design a new 'semi-automatic' top that would easily detach and retract, all with the help of a hand crank positioned inside the car. One of the most innovative and forward-thinking features of the convertible top that would show how Duesenberg was moving into the modern age would be the fact the entire top disappeared underneath a flush-mounted metal lid. In an instant, the car could transform from a coupe to a modern open-top convertible.

This exquisite convertible design, however, would come while the nation was still gripped by the Great Depression. Duesenberg's sales continued to struggle. This would lead to Walker-LaGrande producing just three of these remarkable Model J Convertible Coupes. Already, these three cars would be a remarkable band of brothers, carrying the rank of their station proudly. However, amongst these three there would be one that would stand a head taller than all of the others.

At RM Auctions' Amelia Island event there would be presented one of the three 1935 Duesenberg Model J Convertible Coupes by Walker-LaGrande. However, this particular one is of special note.

Of the three Duesenberg Model J Convertible Coupes produced by Walker-LaGrande in 1935, just one would earn the 'SJ' moniker. That one chassis would be 2563 with engine number J-530. And it would be this particular Model SJ Convertible Coupe, still believed to have its original supercharger, that would be made available for sale in March of 2013.

The story of this particular Model SJ would begin in 1935 when John Nichols traded his Duesenberg Murphy Convertible Coupe for the supercharged, 320-horsepower, Model SJ. It would be plainly obvious that Nichols enjoyed the car while he owned it, for it would arrive at the South Shore Buick of Chicago in early 1937 having more than 50,000 miles on it. Over the course of the next decade, the car would remain around the Chicago area and would even spend a period of time under the ownership of John Troka.

It would be at this time that the story of chassis 2563 and 2405 become merged. Sometime in 1940, the car would become involved in an accident. The frame would be damaged to such an extent that 2563 would be removed and replaced with 2405. Still, the original engine would remain, even as it does to this very day.

By the late 1950s, the car would make its way out to Inglewood, California where Thomas Magee would come to notice it and buy it for a sum of just $1,500. Having purchased the car, Magee would set about having the car restored. Amidst the restoration effort, Magee would be forced to sell the car to Nathan Derus.

Ownership of the car would pass on to Harold Orchard in 1970 whereupon he would set about finally completing the restoration. Considered one of the foremost restorers in the area at the time, Orchard would go to great detail cataloging and recording the entire restoration effort.

Following the completion of the restoration, the car would continue to pass among different owners until it wound up in the hands of General William Lyon. The car would remain a part of Lyon's extensive collection for a number of years before it would be sold again.

Shown at the 1998 Pebble Beach Concours d'Elegance, the car would receive First in Class honors, as well as, the Gwenn Graham Award for the Most Elegant Convertible. Steve Babinsky's Automotive Restorations would be contracted to perform a fresh restoration to the car, and for good reason, as it would continue to take part in a number of tours, including the Duesenberg Tours in Wyoming and Texas.

As presented for auction, the 1935 Model SJ Convertible Coupe has been painstakingly maintained in working order as part of a private museum. Sporting Newport's ideal special blend of beauty and aggressiveness, the extraordinary 1935 Model SJ Convertible Coupe, chassis 2405/J-530, would draw estimates from between $3,500,000 and $5,000,000.

Sources:

'Lot No. 137: 1935 Duesenberg Model SJ Convertible Coupe by Walker-LaGrande', (http://www.rmauctions.com/lots/lot.cfm?lot_id=1057774). RM Auctions. http://www.rmauctions.com/lots/lot.cfm?lot_id=1057774. Retrieved 5 March 2013

'1935 Duesenberg Model SJ News, Pictures and Information', (http://www.conceptcarz.com/vehicle/z10992/Duesenberg-Model-SJ.aspx). Conceptcarz.com: From Concept to Production. http://www.conceptcarz.com/vehicle/z10992/Duesenberg-Model-SJ.aspx. Retrieved 5 March 2013.

Wikipedia contributors, 'Duesenberg', Wikipedia, The Free Encyclopedia, 26 February 2013, 00:36 UTC, http://en.wikipedia.org/w/index.php?title=Duesenberg&oldid=540420771 accessed 5 March 2013

by Jeremy McMullen

Cabriolet by Bohman & Schwartz
Chassis number: 2596
Engine number: 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 & Schwartz styling ideas. The car is believed to have been bought for Prince M'Divani by Barbara Hutton, heir to the Woolworth fortune. Not long after M'Divani's death in a polo accident, the car was acquired by automotive engineer Jerry Gabby, who, during his thirty years of ownership, raced the car up Pikes Peak and had other road exploits including a drive from Dayton, Ohio, to Tucson, Arizona, much of it at speeds well above 100 mph.

Town Cabriolet by Bohman & Schwartz
Chassis number: 2582
Engine number: SJ553

In the post-Depression era, only the best and most skilled craftsmen 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 creativity, outstanding designs, exceptional salesmanship, and superb craftsmanship.

Maurice Schwartz learned the art of coachbuilding in Vienna at Armbruster. Armbruster was the carriage maker to the Viennese royal family. By the early 1920s, he had emigrated to America and joined the Murphy Body Company.

Swedish-born Christian Bohman emigrated to America and found work at firms such as Holbrook and Brewster. In 1921 he moved to Pasadena, California, and found a job at Murphy, Inc.

When the Murphy Company failed in 1932, Bohman and Schwartz purchased most of their former employee's equipment. They found work doing repairs and minor updates and later working with prior clientele of the Murphy Corporation. Individuals such as Clark Gable, Barbara Hutton, Jeanette MacDonald, Bill Robinson, and Philip K. Wrigley were among the list who were seeking custom coachwork in the style of Murphy-bodied cars. In total, Bohman and Schwartz were given the opportunity to body nine complete Duesenberg, five of which were rebodied and the other four were original designs.

This Town Car with chassis number SJ553 is one of the original designs, and one of the most outrageous and beautiful ever developed. It was designed by Herb Newport for screen star Mae West, however, she never took delivery of the car. Some believe she did not want to wait, others think it was the money, but Mae West later chose a Bohman & Schwartz Duesenberg with chassis number J370 in a Convertible Coupe configuration.

When SJ553 was complete it was purchased by Ethel Mars on April 14th of 1935. Mars was the CEO of the Mars Candy Company and the sole heir to one of America's largest fortunes. The car was so elegant that it was featured in the November 16th, 1936 issue of Time Magazine. The car came with a sticker price exceeding $20,000.

Mrs. Mars kept the car for several years before selling it to Edward Engle Brown, the chairman of Chicago's First National Bank and Trust. it remained in his care until the late 1940s when possession changed to Harry Felz, a Chicago area Cadillac dealer who later sold it to Edward D. Jaffe and his brother Oscar for the sum of $2,500. It passed through several owners until coming into the collection of Bill Harrah in March of 1966. It remained in his collection until his death. The car was treated to its first restoration while in the care of Harrah.

The car was sold at auction in the mid-1980s for the sum of $860,000. A second comprehensive restoration was undertaken; when finished the car was painted in a fine metallic silver gray. The car remained in the owner's care until his death. It was auctioned by Sotheby's in June of 1995 where it was purchased by RM Classic Cars who later sold it to John Groendyke of Enid, Oklahoma in 1997. The current owner acquired the car in 2000.

The car is currently finished in black paint color and is reported to be in flawless condition. The driver's compartment is trimmed in black ostrich leather. The rear compartment is a deep, high-gloss burgundy with matching deep red upholstery.

It is a masterpiece that has a history that involves two famous females, Mae West and Mrs. Mars, two of the most prominent and wealthiest females of the era. It has a large wheelbase that measures 153.5 inches and a gorgeous coach-built body in one of the most sensational designs ever to be powered by a supercharged Duesenberg engine.

This car was brought to the 2007 Monterey Sports & Classic Car Auction presented by RM Auctions, where it was one of the highlights of the event. It had one of the highest sales figures of the evening, selling for $4,400,000, including the buyer's premium.

by Dan Vaughan

Convertible Coupe by Murphy
Chassis number: 2406
Engine number: J527

This Duesenberg was sold in New York in 1933 wearing a convertible coupe body created by Rollston and equipped with a supercharged engine number SJ527. It was driven for approximately a year and traded it in on a new Duesenberg, with Rollston body, but wanted the old Rollston body moved to the new chassis (which was equipped with an un-supercharged engine). The car was sold several times and in 1936, was acquired by publisher William Randolph Hearst. It was later stolen, damaged, and the new owner had a J401 engine and this 2406 chassis clothed with Murphy coachwork. The J401 engine had been sourced from another project and the SJ527 engine was installed in 1939.

The car's next owner was Norberto Angones Quintana in Cuba who was appointed the first secretary of the Cuban embassy in Paris in 1939. This Duesenberg accompanied Quintana to Cuba and to his next appointment at the Cuban embassy in Madrid in 1941. Several owners in Spain followed, and during this time the supercharger was removed and replaced by a standard Model J intake manifold and carburetor.

Archie Meinerz of Spain acquired the car in 1976 and treated it to a comprehensive restoration. Following nearly 15 years of ownership, the car was sold to Canadian collector Al Webster in 1990. Mr. Webster commissioned a complete engine rebuild by Brian Joseph, and upon disassembly, it was verified that all the correct, and extensive, internal upgrades for the factory-supercharged SJ engine were present. The rebuild was completed with the intention that J527 would one day be supercharged again.

The car's next owner was Robert Gottlieb and in 1993, 2406/J527 was certified by Auburn-Cord-Duesenberg Club Level 1 with certificate D074. It was sold in 2000 to Piers MacDonald who had Stone Barn Restoration repaint it in its present Dark Garnet Red. Stone Barn also fitted new chrome wire wheels and a new top and rebuilt the brakes. The transmission was rebuilt by Brian Joseph.

The car entered new ownership in August 2003 which had it sent to RM Restoration to prepare it for use in road events and tours. Among the work was the installation of an exact reproduction of the original Duesenberg SJ supercharger.

by Dan Vaughan

Speedster by Gurney Nutting
Chassis number: 2614
Engine number: 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 India, and many wealthy Indians fled their homes. The Maharaja eventually took delivery of this car, and a 2.9 Alfa Romeo, at his mansion in Santa Ana, California.

Convertible Victoria by Darrin
Chassis number: 2571
Engine number: J-543

Darrin designed and built roughly 10 custom Duesenbergs, this was likely the last one built on the short 142.5-inch wheelbase supercharged SJ Chassis. The Convertible Victoria was ordered by E.Z. Sadovich and delivered in May 1935 to Enzo Fiermonte and his wife Madeliene, the former Mrs. John Jacob Astor of New York, NY.

The current owner purchased this car in March of 1967 from Mr. E.J. Welker of Hazel Park, Michigan, making him the fourth owner. Some outstanding features include a Bijur Lubricating system, which automatically services the car every 80 miles. Also includes an Ammeter adjustable brake pedal pressure lever, an oil pressure gauge, a tachometer, A split-second Jaeger stock clock, and an altimeter.

This Duesenberg is a national Senior AACA Grand Champion and won the Rolex Award for the Automobile of 'Timeless Elegance' at Amelia Island.

The chassis and engine were built in Indianapolis, IN, at a cost of $8,500. The total price when new with coachwork was $25,000.

The outstanding features of the car include a Bijur lubrication system, which automatically services the car every 80 miles. The first known indicator lights are located on the engine turned nick dash denoting changing of oil, chassis lubrication, and battery care. Other features include an ammeter, adjustable brake pedal pressure lever, oil pressure gauge, tachometer, split-second Jaegor stop clock, and altimeter. The wrap-around brass band is original to the car. The gasoline fill is located in the trunk in a locked leather box. Note the rear backing light and the STOP light.

The first four-wheel hydraulic brakes were designed by Mr. Duesenberg in 1921 and are featured on this car. For hill climbing ability, the car was capable of 90 mph in 2nd gear. A mercury vile-balanced crankshaft was used to ensure smooth engine operation. The horsepower was rated at 265 and 360 when supercharged. A tubular rear axle was used to provide great strength and lightweight.

Torpedo Phaeton by Walker
Chassis number: 2608
Engine number: 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 the owner. Prices ranged from $13,500 to $25,000. Five torpedo Phaetons were built to Gordon Buehrig's design. The first body was produced by Brunn and two subsequent bodies were built by Weymann.

This car is one of the last two Torpedo Phaetons, which were built by the A.J. Walker Company to the Gordon Buehrig design specifications. The Phaeton Convertible was a result of an ingenious body design that allowed the rear body, behind the rear seat, to open as a spacious compartment into which the top could be lowered completely. Both front and rear doors have roll-up windows. Combined with low windshields and the short-coupled body on the longer wheelbase chassis, the Torpedo Phaetons are among the sportiest four passenger bodies ever mounted on the Model J chassis.

It was originally delivered new to E.L. King of Winona, Wisconsin as J-558 on chassis for $2558. Mr. King was apparently not satisfied with the car and Duesenberg agreed to replace the complete chassis and engine. The original body was installed on chassis #2608 with engine J-582.

During the car's early history, it was in the ownership of several caretakers, until it crashed in the 1940s. Many of its parts were cannibalized. In the early 1960s, plans emerged to resurrect the vehicle. Over the course of a decade, many parts were sourced, and work began in 1973. The damaged chassis was discarded and chassis 2470 was then used to fit the LaGrande body. The project proved too much, and the Duesenberg and parts were sold to a new owner who later finished the work in 1987. The completed car made its debut at the CCCA Grand Classic where it scored a perfect 100 points.

In 2005, the car was offered at RM Auctions' annual Vintage Motor Cars at Meadow Brook hall where it was sold to a new owner.

A complete restoration returning this classic to its original glory was completed in 2017.

Town Cabriolet by Bohman & Schwartz
Chassis number: 2582
Engine number: SJ553

This 1935 Duesenberg Model SJ Town Car was custom designed and built for Mae West. Mae changed her mind and selected another car which left this Bohman & Schwartz bodied car available. It was ultimately purchased by Mrs. Ethel Mars. Mrs. Mars was the second wife of Franklin Mars of Mars Candy

Company fame.

When Franklin passed in 1934, Ethel was left in charge. This made her the highest-paid businesswoman in America. Her position allowed her to purchase the car that Time magazine described as the 'costliest car in the United States.'

The current owners purchased the car in 2015. It was shipped to Chicago and restored to its original color, Chinchilla Gray.

Convertible Coupe by Murphy
Chassis number: 2406
Engine number: J527

The superb Disappearing-Top Convertible Coupe coachwork on this Duesenberg chassis is a classic example of mid-1930s styling, designed by Murphy in Pasadena, California. The engine, the factory-supercharged SJ (J527) was transplanted from another chassis (2556) in the late 1930s by Shirley D. Mitchell, one of the car's early owners. After passing through the hands of publisher William Randolph Hearst, the car was acquired in 1939 by Norberto Angonesy Quintana, First Secretary of the Cuban Embassy in Paris, and it accompanied him to Cuba, Paris, and Madrid. In 1976, the car was comprehensively restored in Spain, and 15 years later it was acquired by Al Webster, a Canadian collector who had the engine rebuilt. Robert Gottlieb, classic car author and founding member of the CCA, purchased the car and had it certified by the Auburn-Cord Duesenberg Club. In 2000 the Duesenberg received a fresh coat of Dark Garnet Red paint.

Sweep Panel Dual-Cowl Phaeton by LaGrande
Chassis number: 2552
Engine number: J-523

This 1935 Duesenberg Model SJ is a short-wheelbase chassis and one of 15 Model Js to receive the 'sweep panel' dual-cowl phaeton by LaGrande. Of these, it is one of four known to have been given a supercharger. Its list of owners is believed to have included Governor George Earle III of Pennsylvania, Ralph De Palma, and Quentin Kraft of Long Island. Kraft sold the Duesenberg to R.J. Woods of New York, who commissioned mechanic Marion Roberts to restyle it lightly, with a lowered windshield and sculpted front fenders, with rounded 'notches' cut into their inner edges.

In 1947, Woods sold the Duesenberg, and it passed through a number of short-term owners in the Empire State. It made its way to Chicago during the early 1950s when it was acquired by George Lamberson. During his ownership, engines were exchanged between two cars that he owned, leaving J-523 with its original bell housing but an unnumbered crank.

In 1961, the Duesenberg entered the care of Homer Fitterling of South Bend, Indiana. In his ownership, J-523 had the side panels of its hood removed to accommodate easy access to the engine. It left his collection in 1974 when he traded it to L.K. Newell for one of Newell's namesake custom-built motor coaches. Newell then had the car restored in its present two-tone red livery, with the fenders reshaped using new metal to the correct original design. Additional work included having the engine rebuilt with new connecting rods.

The Duesenberg was later traded through Leo Gephart to Jim Southard of Georgia, who dealt it to Richard Slobodien of New Jersey later in 1975. In 1978, it was sold to James N. Landrum of Dallas, Texas. After several decades, the car left the Landrum collection in 2014 and was acquired by the current owner. Since then, the car has been given cosmetic and mechanical sorting by Brian Joseph's Classic & Exotic Service of Troy, Michigan.

It is believed that during the 1940s, the original supercharger was removed. It has since been given a newly manufactured and properly fitted reproduction supercharger, to the original design, with a correct single Stromberg UU-3 carburetor.

Additional work includes:

- a carburetor rebuild

- the springs were removed, properly straightened, and reinstalled for the correct ride height

- the axles and brakes rebuilt

- the windshield and top were rebuilt to the original design and height

- proper cowl lights were fitted

- correct wiper motors built and installed

- the body was refinished

- the interior retrimmed entirely down to the carpets

- and the top and windshield were rebuilt to the original designs.

by Dan Vaughan

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