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1930 Duesenberg Model J

On October 26th of 1926, E.L. Cord, the owner of Auburn Automobile (along with other transportation firms) purchased the Duesenberg Motor Corporation. The goal was to produce a car that could rival the luxury, size, and power of the top European brands. After the company takeover, it was renamed 'Duesenberg, Inc.' The Duesenberg Company had been founded in 1913 in Saint Paul, Minnesota by brothers August and Frederick Duesenberg. In 1916, the company moved to Elizabeth, New Jersey, to manufacture engines for World War I. In 1919, they moved to Indianapolis, Indiana.

E.L. Cord had been impressed with the brothers' talent and engineering skills. Fred continued on in the new organization, now with the title of vice president in charge of engineering and experimental work. Augie would have no formal connection with Duesenberg, Inc. until later.

The Duesenberg Model J made its debut on December 1st at the New York Car Show of 1928. At the time of its introduction, only one example had been made (J-101), a sweep-panel, dual-cowl phaeton wearing coachwork by LeBaron, and finished in black and silver. By the time the Great Depression hit in October of 1929, around 200 examples had been built. An additional 100 orders were filled in 1930.

Powering the Model J was a straight-eight engine based on the company's racing engines of the 1920s. They were designed by Duesenberg and manufactured by Lycoming, another one of Cord's companies. The naturally aspirated straight-eight offered 265 horsepower with the help of dual overhead camshafts and four valves per cylinder. The chassis had a cost of $8,500 and rose to $9,500 after 1932. A completed example could cost between $13,000 and $25,000.

The Model J rested on a standard 142.5-inch wheelbase platform or an optional 153.5-inch long-wheelbase version. Two Model SSJs rested on a shortened 125 inches and a couple of cars were given 160-inch wheelbase platforms.

Most of the specifications remained the same until the factory closed in 1937. Changes included the four-speed gearbox being replaced with an unsynchronized three-speed gearbox. Duesenberg switched to a fully synchronized gearbox in the mid-1930s.

Approximately half of the Model Js were given coachwork devised by the company's chief body designer, Gordon Buehrig, and executed under the name La Grande by company branches in Chicago, Los Angeles, New York City, Philadelphia, Denver, and Florida, as well as by smaller dealers. Independent US coachbuilders designed the other examples including Murphy, Le Baron, Derham, Holbrook, Judkins, Walker, Weymann, Willoughby, and Rollston (later renamed Rollson). European-based coachbuilders who created designs for the Model J included Franay, Gurney Nutting, Saoutchik, and Fernandez et Darrin.

by Dan Vaughan

Convertible Coupe
Chassis number: 2254
Engine number: J-148

The Duesenberg Model J was produced in Indianapolis from 1929 until 1937. It was powered by a 420 cubic inch double-overhead-cam engine, which produced 265 horsepower normally and 320 horsepower with the addition of the centrifugal supercharger. It was capable of 104 mph in second gear and a top speed of 130 mph. There were 480 cars sold that received custom coachwork, tailored to the individual whims of each owner with no two Duesenbergs exactly the same. A top-of-the-line Duesenberg could cost $20,000 at a time when a new Auburn sedan could be bought for $1,000 or a Model A for under $500. The Coachwork was left to the discretion of the buyer. The cost of the rolling chassis was around $8,000 and usually included all mechanical components, a dashboard, a radiator grill, and other essentials.

This Graber Convertible Victoria, chassis number 2254 and originally housing engine number J-246 but currently powered by J-148, was once part of the Harrah Collection. Prior to a restoration by the Harrah Collection, the car was painted black and silver. After the work was complete, it was colored olive and dark orange. Years later it was painted two-tone red; the current paint scheme is blue and black.

What is currently a Graber-bodied convertible coupe began life as a Murphy-bodied Town Car built for Vera Montgomery of New York City, NY. The car was later sold to Vladimir de Radevsky of Paris, who (in 1935) tasked the coachbuilder Graber with re-bodying the car. The update included new instruments, modified suspension, and a design that represented the aerodynamic ideals of the era. The car's next owner was Heinz Boethge of Switzerland, prior to entering the Harrah Collection.

Graber was a coachbuilder in central Switzerland. The firm supplied bodies to a number of different manufacturers, one being Duesenberg.

LeGrande Torpedo Phaeton by Walker
Chassis number: 2276
Engine number: J-255

The Duesenberg Motor Company was founded in Des Moines, Iowa, in 1913. They relocated to a larger facility in New Jersey in 1917 where the Duesenberg brothers (Fred and August) built a special 16-cylinder engine that powered a Land Speed Record car to a 158 MPH top speed run at Daytona Beach. A year later, they designed and built a 180 cubic-inch inline-8 cylinder engine inspired by a Bugatti engine. The Duesenberg engine used a single overhead camshaft design with three valves per cylinder. It was used in 1921 to power the only American car ever to win the French Grand Prix. Over a four-year period ending in 1927, Duesenberg race cars would win the Indianapolis 500 three times. By this point in history, the company had been purchased by E.L. Cord.

E.L. Cord's purpose for the Duesenberg brand and engineering acumen acquisition was to build 'The World's Finest Motor Car.' The goal was accomplished with the introduction of the Model J at the 1928 New York Auto Show.

This Duesenberg Model J Torpedo Phaeton wears coachwork by Fran Roxas in the style of Walker LaGrande. It is chassis number 2276 and is powered by engine number J-255. It was delivered new to William Sandow as a long chassis Model J wearing Judkins Limousine coachwork. By 1935, the car was used by E.L. Cord's wife before it was acquired in 1937 by John W. de Noira for use in his Pacific Auto Rental in Hollywood. It would remain with the company for the next 48 years and star in many movies, perhaps making it the most filmed Duesenberg ever.

When Pacific Auto Rental was liquidated in 1985, this Duesenberg was sold to Fred and Dave Weber of St. Louis. The Webers had the body removed and replaced with new coachwork. Fran Roxas of Chicago was tasked with building an exact replica of the Walker LaGrande Torpedo Phaeton.

The Webers later sold this Duesenberg and the Judkins body separately. The Judkins body current rests on car 2128.

The car was sold on several occasions, passing from Don Williams' Blackhawk Collection in 2007 to a North East collection where it received detail work including having the top replaced completely in black cloth and the fit of the rear windows improved. In 2008, the car was shown at the Greenwich Concours d'Elegance where it was voted 'Most Outstanding Open Car.'

by Dan Vaughan

Convertible Victoria by Hibbard and Darrin
Chassis number: 2300
Engine number: J-277

This car was one of several Duesenbergs sold in France by the noted Parisian Duesenberg distributor E.Z. Sadovich. The original owner was the wealthy American, Mrs. Honore Palmer who had residences in both Paris and Chicago. She kept the car in Paris until 1934 when she had it shipped to the United States.

Mrs. Palmer selected Hibbard and Darrin to create this special car for her. The closed-coupled Victoria design on the long-wheelbase chassis created a dramatic appearance. The body was built using Hibbard and Darrin's patented Silentlyte construction. This technique produced a stronger and lighter body and reduced the tendency for one-off bodies to develop squeaks as they aged.

Original features include the leather convertible top, chrome-plated metal tire covers, additional tool boxes next to the running boards, cast aluminum molding attached to the hood tops, unique short steel gas tank cover, and the unique 'Hibbard and Darrin' movable panel that allowed the rear seat passenger to convert the top from a blind quarter to an open quarter.

This car is a unique example of just 12 bodies produced by Hibbard and Darrin for Duesenberg. The car was built for a wealthy American woman with residences in Paris and Chicago. It was delivered in Paris and came to the United States in 1934. It was first restored in 1970 and a new body-off restoration was recently completed near the close of the 2000s.

The current owners added the car to their collection in 2003 and it has just finished a complete restoration in 2009.

Limousine by Judkins

This Model J Duesenberg wears coachwork by Judkins.

by Dan Vaughan

Dual Cowl Phaeton by LeBaron
Chassis number: 2336
Engine number: J487

This 1930 Duesenberg Model J LWB Dual Cowl Phaeton by LeBaron is chassis number 2336 and is powered by engine J487. It was delivered new as J320/2336 to a Mr. J. Clarke Dean of Chicago, Illinois in 1930. This is the only long-wheelbase version of the LeBaron sweep panel phaeton ever built. The wheelbase measures 153.5 inches, a fitting vehicle for Mr. Dean, who it is believed was a successful Chicago broker well as a golfer and member of Chicago's Athletic and Racquet Clubs.

The car was in the hands of a gas station owner in Grand Rapids, Michigan by 1948, at which point it was discovered that its original engine had been replaced by J487. It is not known why the switch was made.

Until the 1950s, the car remained in the Midwest, with owners in Michigan, before being sold to residents in West Virginia. From there, it made its way to Maryland, first into the ownership of T.J. (Tom) Blash, who owned drive-in theaters and was involved in chemical sales. Other owners included T.J. Cramblett and William Coverdale of Waynesville, Ohio. In November of 1964, the car was acquired by Tony Pascucci of Meriden, Connecticut for $16,600. Mr. Pascucci would become a long-term caretaker, installing the crankshaft from J467 and keeping the car until March 1984. At some point in the late-1980s, the car was sold to William G. Lassiter, Jr. of West Palm Beach, Florida, who showed it at the Gilmore Duesenberg show in June 1987 and the Meadow Brook Concours d'Elegance. Later in the vehicle's life, it entered the John O'Quinn collection.

In 2012, this vehicle was offered for sale at RM Auctions sale in Scottsdale, Arizona. It was estimated to sell for $900,000-$1,200,000. As bidding came to a close, the car had been sold for the sum of $880,000 inclusive of the buyer's premium.

by Dan Vaughan

Limousine by Willoughby
Chassis number: 2402
Engine number: J-306

This 1930 Duesenberg Model J wears 7-passenger Limousine coachwork created by the Willoughby Body Company of Utica, New York. It has been certified by the Auburn-Cord-Duesenberg Club as a Category 1 Original. It has chassis number 2402 and original body number 2402. The original engine, J-383, was defective and replaced at the Duesenberg factory with its present engine, number J-306, which uses a Schebler Model S carburetor. The car is finished in dark green and has twin side-mount spares, a louvered hood, an articulated spotlight, and dual horns. Inside there is an opulent pleated Tan leather interior with full-length Persian-style rug carpeting.

by Dan Vaughan

Limousine by Willoughby
Chassis number: 2402
Engine number: J-306

Introduced at the 1928 New York Auto Show in bare chassis form, the Model J features a long list of advanced technology. Powered by a massive 420 cubic-inch twin overhead cam, 32-valve engine that generates 335 lb.-ft of torque at just 500 RPM, it allows a second gear speed of nearly 90 miles per hour.

This car was built in 1930 and cloaked in Willoughby's seven-passenger limousine coachwork. It was sold to Judge Rowe of Pittsburgh, Pennsylvania. Initially, the car was sold with engine J-383. Later the factory replaced that engine with J-306.

Willoughby built about 40 closed bodies for Duesenberg. About half were limousines. Everybody had slightly different interior upholstery, door hardware, vanities, and lighting. The intercom was produced by the Dictograph Company. It allowed a passenger to instruct the chauffeur while keeping the division window sealed. The car has two jump seats, a special trunk rack, and dual taillights. The tinted glass sun visor was specifically designed for the Willoughby Coachwork.

The car rides on a 153' wheelbase and comfortably carried five passengers. The engine produces 265 horsepower mated to Warner Gear's three-speed transmission. Together they allow the car to exceed any legal speed limit by a wide margin.

Imperial Cabriolet by Hibbard and Darrin
Chassis number: 2275
Engine number: J-254

This Duesenberg Model J was bodied by the Parisian coachbuilders Hibbard & Darrin as an Imperial Cabriolet. It was built using their patented all-aluminum Silentlyte construction method. The car was on display at the 1930 Paris Auto Salon when it was viewed by William Randolph Hearst, the legendary newspaper baron and one of the wealthiest, most powerful men in the world at the time. He bought it for Marion Davies and sent it to Los Angeles. When it arrived in California, Hearst and Davies went for a chauffeured test drive.

While on a drive, perhaps at a spirited pace, the car went around a corner and the body flexed and a rear door sprang open. Over Hearst was nearly dumped out of the car, it was sent to coachbuilder J. Gerald Kirchhoff's shop, where the doors were rebuilt and their latches strengthened. At the same time, the body was modified slightly to suit its new owner's tastes, with the top and center door posts fixed into place, a removable 'flap' installed in the rear quarters (to improve passenger vision), and an enormous trunk added for travel.

Hearst and Davies used the car often, taking it with them all over the world, on journeys to Europe and Africa, in the holds of ocean liners, and in railroad boxcars.

The car's first known owner following Hearst and Davies was a sailor who drive it back and forth across the country, before selling it in 1949 to W.D. Lehman of San Diego. A year later, it was sold to Robert E. Diller of San Francisco, who in 1954 passed it for $500 to Ray Wolff (the Auburn Cord Duesenberg (ACD) Club's longtime Duesenberg historian).

The car was later owned by Joe Kaufman who treated the car to a full restoration. It was driven extensively, occasionally being put into use towing a Duesenberg-powered race car.

Kaufmann sold J-254 in the early 1980s to fellow Wisconsin enthusiast, Gene Grengs of Eau Claire. Mr. Grengs enjoyed the car for several years before selling it to the Duesenberg collector, Jerry J. Moore. It remained with Mr. Moore until 1995 when it was purchased by Bob Dean of Louisiana. It later joined a collection in the Midwest, from which it was acquired in 2003 by Mr. Scott, several years after it had been cosmetically refinished in its present, black and pewter livery, with a complimentary interior.

by Dan Vaughan

Convertible Victoria by Rollston & Company
Chassis number: 2474
Engine number: Bell-Housing No: J-394

New York coachbuilder Rollston Co. bodied automobiles beginning in 1921. Founded by Harry Loenschein and associates, Rollston was best known for its almost staid and conservative 'top hat' formal limousines. At the opposite end of the spectrum, however, it designed and produced what are arguably some of the most beautiful and elegant convertible victorias - including four on the Duesenberg chassis. As the demand for coach-built vehicles dwindled, Loenschein decided to liquidate the company. Rudolph 'Rudy' Creteur, who was the manager of Rollston's shop and lead designer and engineer, purchased the bulk of the assets at auction and set up a firm of a similar name - Rollson.

Like all Duesenbergs, this car sports a Lycoming built 420 cubic-inch straight-eight producing 265 horsepower, a number unmatched by any other manufacturer at the time. This particular convertible victoria is on a short wheelbase chassis and was originally owned by Cotton Club co-founder Owney Madden.

Dual Cowl Phaeton by LaGrande

The Indianapolis-based Duesenberg Company produced the Model J from 1929 until 1937. Powered by a 420 cubic-inch double overhead-cam engine, it offered 265 horsepower normally and 320 horsepower with the addition of the centrifugal supercharger. It was capable of 104 mph in second gear and a top speed of 130 mph. A total of 480 examples were sold and received custom coachwork tailored to the individual whims of each owner with no two Duesenbergs exactly the same. At the time, a Ford Model A sold for under $500; a top-of-the-line Duesenberg could cost $20,000. The cost of the rolling chassis was around $8,000 and usually included a radiator grill, mechanical components, dashboard, and other essentials.

This example is a long-wheelbase Dual Cowl Phaeton with coachwork by LeGrande.

by Dan Vaughan

Convertible Berline by LeBaron
Chassis number: 2380
Engine number: J362

This 1930 Duesenberg Model J Convertible Berline with coachwork by LeBaron was offered for sale at the 2007 Christie's Auction of 'Exceptional Motor Cars at the Monterey Jet Center.' It is finished in maroon with black fenders and maroon leather, and a black cloth top. The engine is a dual overhead camshaft inline eight-cylinder unit with Schebler dual throat updraft carburetors. The 265-horsepower unit is mated to a three-speed manual gearbox.

When introduced on December 1st of 1928, the Duesenberg Model J was the most powerful automobile in America. The short-wheelbase versions were longer than most of the marque's long-wheelbase vehicles. The long-wheelbase versions of the Model J were among the largest production chassis in the world. Only Bugatti's Type 41 Royale and the Daimler N45 had a larger chassis, though neither of these had the horsepower of the Model J. When most luxury car marques were selling their top-of-the-line vehicles at around, or under, $8,500, this would only buy a Duesenberg chassis. The coachwork was often double that figure, bringing the total cost to around $18,000 - $20,000.

Two Model J vehicles were on display at the 1929 New York Auto Show in December of 1928, one carried a phaeton body by LeBaron. LeBaron had a European name with an American-based legacy. Thomas L. Hibbard and Raymond H. Dietrich formed the LeBaron Carrossier Company in 1920. Both of these individuals had been working at Brewster at the time. The company was based in New York at 2 Columbus Circle and was given the name LeBaron, for its continental flare.

Their designs were simple, elegant, refined, and had excellent proportions. This list of clientele included Rolls-Royce, Isotta-Fraschini, Lincoln, Packard, Minerva, and more.

In 1920, Roland L. Stickney joined LeBaron and added his design talents to the collective. Ralph Roberts joined in 1921 as office manager. In 1923 Tom Hibbard formed Hibbard & Darrin, a Paris-based company. A few years later, in 1925, Ray Dietrich formed Dietrich, Inc. in Detroit with a partnership with Murray Corp. This left Ralph Roberts to run the LeBaron Company. Roberts sold the company in 1928 to Walter Briggs' Briggs Manufacturing. With these new resources, a plant was dedicated in Detroit to LeBaron production that included one-offs, semi-custom, and catalog custom designs. In total, LeBaron created around 22 custom coachwork bodies for the Model J Duesenberg.

There were only three Convertible Berline's created, with two being accounted for in modern times. This example has been treated to a complete restoration by RM Classic Cars of Chatham, Ontario. It is equipped with Pilot-Ray lamps, chrome wire wheels, whitewall tires, and two chrome-wrapped side-mounted spares. In the interior, there is a roll-up divider window and roll-up side windows.

This car has an ACD Club certification and a CCCA Senior Premier status.

At the auction, this car was estimated to sell for $700,000 - $850,000. It was among the more expensive cars offered for sale at the auction and was certainly one of the largest. Its fresh restoration, proven reliability, rarity, and ambiance inspired healthy bidding. The selling price passed the estimated value and found a high bid of $902,000 including the buyer's premium.

In 2010, it returned to auction, this time at the Gooding & Company Auction held in Scottsdale, Arizona. The lot was estimated to sell for $700,000 - $900,000. As bidding came to a close, the lot had been sold for the sum of $825,000, inclusive of the buyer's reserve.

by Dan Vaughan

Dual Cowl Phaeton by LeBaron
Chassis number: 2270
Engine number: J243

The Short Wheelbase Duesenberg measured 142.5 inches while the long version was nearly 13 feet. The engine tasked with carrying these large and stately bodies was the Lycoming eight 420 cubic-inch dual overhead camshaft engine with four valves per cylinder and 265 horsepower at its disposal. Only the finest materials were used and the fit and finish were to precision standards. Upon completion, each vehicle was driven 100 miles at high speed at Indianapolis without a body to ensure correct mechanical working conditions. The chassis was then closed by the finest coachbuilders the world had to offer.

At the New York Auto Salon on December 1st of 1928, the world was introduced to the Model J Duesenberg. Duesenberg ordered enough components to build 500 examples. The first order was placed in May of 1929, barely five months before Black Tuesday.

Fred Duesenberg worked to make the car even more powerful. A centrifugal supercharger was applied to the engine which increased the horsepower rating even further. Fred died after a road accident in a Model J in 1932. Augie was then tasked with putting the final touches on the supercharger, the result was a 320-horsepower masterpiece - the 'SJ'.

This Model J has engine number J243 and chassis number 2270. Both have been together their entire existence, a fate that is not that common as many were re-bodied by their owners later in life. This car was a factory demonstrator and was later sold to Mr. A.E. Archbold by the Duesenberg New York City branch in the autumn of 1930. It would change ownership on several occasions over the next few years. Just prior to the Second World War, it was purchased by Jim Hoe. The car served as his primary transportation during the war. It remained in his care until the late 1940s.

In the care of its next owner, the car was treated to a full restoration and then featured in many calendars and publications. At one point in history, it was considered the most valuable Duesenberg in the world.

By the 1950s, the care was owned by an attorney living in Greenwich, Connecticut. In 1960, it was purchased by Anthony Pascucci, who had two other Duesenbergs at the time. Pascucci later sold the car to Dan Williams of Dallas where it remained for the next 27 years. It was sold to collector Rick Carroll. In 1990, the car was sold at auction during the dispersal of Mr. Carroll's estate. It sold for $1,320,000. Since that time, the car has been upgraded. It now wears a two-tone green paint scheme and the interior has been redone in green leather and there is a tan Haartz cloth top.

In 2008, this short-body Model J with LeBaron Dual Cowl Phaeton coachwork was offered for sale at the 'sports & Classics of Monterey' presented by RM Auctions. It had an estimated value of $1,800,000 - $2,400,000. It was sold for $1,760,000 including the buyer's premium.

by Dan Vaughan

Dual Cowl Phaeton by LeBaron
Chassis number: 2270
Engine number: J243

LeBaron Carrossiers, Inc. built many open bodies for the Duesenberg J chassis. The basic dual-cowl LeBaron was the most prolific of all the open four-door Duesenberg J phaetons. Far more unusual was this 'barrelside' body, so-called because the body rolls inward in a pronounced fashion. The rear doors open at the 'B' pillar, and the beltline has a distinctive parallelogram molding that gives the car uncommon grace. 'Barrelsides' were built on both the long and short frame, but no more than five are believed to have been constructed. This car is powered by a 420 cubic-inch, dual-overhead-cam, inline 8-cylinder engine featuring a Schebler dual-throat, updraft carburetor, producing 265 horsepower coupled to a 3-speed manual gearbox. Other features include 4-wheel hydraulic drum brakes, live-axle suspension with semi-elliptical leaf springs, and double-acting hydraulic-lever shock absorbers.

LeGrande Torpedo Phaeton by Walker
Chassis number: 2276
Engine number: J-255

Originally this Duesenberg was manufactured as a Model J Judkins Limousine. It was sold to William Sandow, the Manager of Ed 'The Strangler' Lewis, who was known as the greatest wrestler of all time. He would later sell the car to E.L. Cord who gave it to his wife for use as her daily transportation.

It would change hands several times and eventually be sold to de Nora of Pacific Auto Rental in Hollywood, California. It was often rented out for various films, including 'Some Like it Hot' with Marilyn Monroe. The car's movie career would end in 1985 when it was sold to the Imperial Palace Collection. The car would undergo a complete restoration and pass through several prominent collectors, acquiring numerous prestigious awards. The current owners acquired this car several months ago.

Dual Cowl Phaeton by LeBaron
Chassis number: 2336
Engine number: J487

This Dual Cowl Phaeton, with its two-tone 'sweep panel' color scheme, was an original design created for the Duesenberg Model J by LeBaron and used on the very first Duesenberg J chassis. This car is believed to be the last example of this design and the only Dual Cowl built on the 153.5-inch chassis. It was originally delivered in 1930 to Chicago sportsman J. Clarke Dean Sr. in the late 1940s, it was acquired by Wallace Peck in Michigan, before passing through a succession of collectors. One of these was Edward P. Hettinger Jr., whose son occasionally drove it on his local drag strip, enjoying the fact that it never had any competition in its class! Although carefully preserved, the car never received a full restoration until it was restored by Fran Roxas just prior to his retirement. Finished in black and cafe au lait paintwork, the 2019 Pebble Beach Concours was the first Concours since the completion of the restoration.

Convertible Victoria by Rollston & Company
Chassis number: 2474
Engine number: Bell-Housing No: J-394

The four-passenger Convertible Victoria coachwork by Rollston has a top that folds virtually flush with the car's beltline when lowered, resulting in a clean appearance that compliments the Model J's sporting persona. Two versions of this body style were built, on a short- and long-wheelbase chassis, and with and without rear quarter windows.

This particular example, with body number 485, was built to design number 361 with the blind-quarter top. It is believed that this body was originally mounted to this chassis, number 2474, but may have been later installed on another Model J, engine number J-387.

This Duesenberg was first owned by Joe Rosenthal, then by Gunnar Anderson, who modified the vehicle by cutting down the tops of the doors. The car was later sold to **** 'The Baron' Meyer of New Jersey, in whose ownership the Rollston body was exchanged for a Murphy Beverly.

The Rollston coachwork has been restored to its original configuration and reunited with short-wheelbase frame number 2474. (Its firewall is stamped with the number 2408 and the engine is mated to the original bell-housing J-394). The work was performed while in the care of John Longo of Lake Ronkonkoma, New York, and upon completion won a First Primary at Hershey in 1973. The car was then shown in the CCCA competition, earning a Senior First Prize in 1974 with a score of 99.25 points. It was also awarded Best of Show at the New Hope Auto Show in 1975.

In 1978, Mr. Longo sold the Model J to Seymour Siegel, in whose ownership it was fully restored anew in the present livery of white with tobacco brown moldings, tan top, and tan leather upholstery. At this time, the car received external exhausts similar to the ones used on the supercharged 'SJ' Duesenbergs. While in his car, J-394 was inspected by the ACD Club and awarded Category 1 Certification, meaning it is comprised entirely of original Model J components.

This Duesenberg remained with Mr. Siegel until October 2004 and was then sold to the present owner's father. For the past 17 years, before coming to Bonham's Amelia Island Auction in 2022, has remained in the family's care. During that time, the car was shown in 2018 at The Elegance at Hershey.

by Dan Vaughan

LeGrande Torpedo Phaeton by Walker
Chassis number: 2483
Engine number: J-368

This Duesenberg wears Limousine coachwork by Willoughby of Utica, New York featuring rear quarter windows. It is believed that early in the car's life, the car was fitted with its blind-quarter roofline and slanted windshield. At one point it also had skirted fenders of the type made available by Duesenberg in 1935. The car's earliest known owner was David A. Smart of Chicago, co-founder of Esquire and Coronet magazines, who is believed to have owned the Model J in 1935. The following year, it was in inventory at the New York factory branch, as a Chicago car previously in Philadelphia. Bret Morrison acquired it in 1937 and later sold it to D. Cameron Peck, from whom it passed to J.A. Reitzel of Evanston, Illinois. The next owner was R.C. Battat of Newark, Ohio followed by Charles R. Dowling. Dowling sold J-368 in October 1963 to Bertram Cobb and would become its longest-term owner. C.W. 'Bill' Bocock of Kerrville, Texas purchased the Duesenberg in 1981.

Mr. Bocock spent a decade on the restoration of J-368, converting it back to the open-fender design. When the work was completed, it was shown at the ACD Club National Reunion in 1991, where it received the Mayor's Trophy and tied for First Place Primary. It eventually achieved Senior Emeritus status in the ACD Club competition and was Certified as a Category One Original Car. In CCCA judging, it earned no fewer than four perfect 100-point scores in winning its Primary, Senior, and Senior Premier honors.

A museum acquired the Model J in 2002 from Mr. Bocock's estate. After several years on exhibit there, it was sold to the late Richard Burdick for his own museum in San Marcos, Texas. The current caretaker acquired the Duesenberg from the Burdick collection in the spring of 2018.

The Duesenberg is finished in metallic pewter with dark blue fenders with a leather roof covering. The rear compartment is finished in button-tufted blue cloth with a crystal reading light and push-button radio controls built into the center armrest.

In 2021, the car won Best of Show at the Boston Cup.

by Dan Vaughan

Transformable Cabriolet by Hibbard and Darrin
Chassis number: 2329
Engine number: J-319

It is believed that two Duesenbergs received this style of coachwork from Hibbard & Darrin of Paris. The allure of the European continent, especially Paris, France, added to the mystic of Hibbard & Darrin, but it was actually operated by two Americans, Thomas Hibbard and Howard 'Dutch' Darrin, who had relocated across the Atlantic in the early 1920s. One of their styling elements was the bold beltline treatment that flowed into and narrowed through the end to end at a pointed 'spear' just behind the radiator. Additionally, they pioneered virtually all-metal body construction with the patented Silentlyte method, outer panels of pressed aluminum over a cast aluminum inner frame.

Long-wheelbase Duesenberg cars often received three-section running boards, but this example was originally built with a two-section style more often used on short-wheelbase model. Its exterior was originally dark blue with grey trim.

This Duesenberg was delivered in 1930 to Luis Martinez de las Rivas, who maintained homes in both Madrid and Paris. It is believed that this Duesenberg remained in Pairs after it was sold there in October 1932 to its second owner, Lucius D. Humphrey. During the summer of 1934, this Duesenberg was used on a European continent tour.

The Duesenberg came with the Humphrey family went they came to the United States and was shortly resold to L. William Gilbert of New York City. In 1946, it was purchased from New York dealer Walter Hodich by James 'Jim' Hoe, who had accompanied the Humphrey's as their mechanic during their European tour. Mr. Hoe resoled J-319 a year later to Richard K. Wells of Rhode Island, who then sold it in 1952 to Matthew McKay-Smith, then to William A.C. Pettit II of Louisa, Virginia. His son, W.A.C. III, known to all as Bill, inherited his family's collection and maintained much of it for many years.

In 1984, J-319 was sold to Ray Bowersox of Lebanon, Pennsylvania. In his ownership, the car was cosmetically restored to its present appearance, in a rich red with deep maroon moldings, and was Certified Category 1 by the ACD Club.

In 1987, Mr. Bowersox sold the Duesenberg to the Imperial Palace Auto Collection of Las Vegas, where it remained for over a decade, before it was purchased by John Hendricks for the Gateway Auto Museum in October 2004.

Currently, the restoration remains in good overall condition, given its age. There is leather upholstery in both the front and rear compartments. There is a Philco radio in the rear compartment, elaborate woodwork on the faces of the jump seats, a vertical louvered stone guard, crank-operated cowl vents, and an early-style Winchester radiator.

by Dan Vaughan

Dual Cowl 'Barrelside' Phaeton by LeBaron
Chassis number: 2323
Engine number: J-318

The Duesenberg Model J was introduced in December 1928 at the New York International Auto Show. Priced at an astronomical $8,500 for the bare running chassis, it had nearly twice as much power as its next most powerful competitor. The well-engineered DOHC straight-eight engine displaced 420 cubic inches, had a single Schebler Updraft carburetor, and produced 265 horsepower at 4,200 RPM. With completed cars reaching $15,000, the Model J was exclusive, obtainable by only the most wealthy and influential people of the era.

The Model J was equally adaptable to both open and closed coachwork, and was more than capable of carrying the heaviest and most elaborate coachwork. Among the numerous coachbuilders who clothed the Model J, LeBaron was one of the most memorable and celebrated. Among their most famous and desirable designs were the open four-door phaetons, offered in two distinct styles - the 'Sweep Panel' and 'Barrelside' (in today's nomenclature).

LeBaron's stylist stylists Hugo Pfau and Roland Stickney are credited with penning the 'Barrelside' Phaeton, of which just seven bodies would be created, less than half that of the 'Sweep Panel' Phaeton. Design cues of the 'Barrelside' include a folding windscreen, distinctive side moldings, and a sculpted cowl. The unique curvature throughout the bodywork was perhaps the source of its nickname, the 'Barrelside.'

This 1930 Duesenberg Model J Dual Cowl 'Barrelside' Phaeton with coachwork by LeBaron is the sole example built on the long-wheelbase chassis. Reportedly priced at $18,000 when new, this LeBaron-bodied Phaeton was originally finished in a two-tone beige and brown paint scheme.

William Keane Ryan Jr., the car's original owner, took delivery on April 22, 1930. It was delivered to him in Paris, with shipping papers addressed in care of Munroe & Company, an American bank operating in France, with headquarters located at 4 Rue Ventadour. Aged 28 years old at the time, he was joined by his younger brother, Thomas Fortune Ryan III, on a trip around Europe in the Duesenberg. Returning to New York about a year later, the car was sold, and in 1931, Manhattan-based car dealer Schoonmaker & Jacod sold J-318 to Harry R. Nelson of Branchville, New Jersey. Mr. Nelson reportedly paid $7,500 for the Model J.

Mr. Nelson sold the Duesenberg to Harold Bertrand of Auburn, New York, in 1947 and remained in his care until 1949, when it was sold to Harold Landgraf of Austin, Minnesota. In 1954, J-318 was sold for $2,000 to Herbert and Bob Horn of Sarasota, Florida. When the brothers sold their museum to Walter Bellm of St. Louis in 1967, the Model J was part of the sale. It would remain a fixture in the museum, now called Bellm Cars & Music of Yesterday, until 1979, when it was purchased by the current Ohio-based caretaker.

An extensive restoration was rewarded with a stream of awards throughout the early 1980s, including AACA Junior and Senior National First Prizes, a perfect 100-point score at a 1982 CCCA Grand Classic, and the Mayor's Award at the ACD Annual Meet.

This Duesenberg currently wears a two-tone gray color scheme with orange highlights and brown leather upholstery. It retains its original engine supplied by Duesenberg in 1930, with J-318 stamped on the crankshaft and bellhousing.

by Dan Vaughan

Dual Cowl 'Barrelside' Phaeton by LeBaron
Chassis number: 2323
Engine number: J-318

This Model J is built on the long wheelbase of 153.5 inches and it is the only long-wheelbase bearing a Dual Cowl 'Barrelside' Phaeton in existence. The 'Barrelside' moniker denotes the car's unusual curvaceous doors and recognizable beltline. It is a lovely example with rare double-folding windshields. In 1930 the chassis alone would have cost its first owner, William Keane Ryan Jr. $8,500, before coachbuilder LeBaron even saw the car. In 1931, its next owner paid $7,500 for the car, and in 1954 it was sold to a museum for $2,000. Having resided in museums most of its life, this unique Duesenberg made its concours debut in 2024 at the Pebble Beach Concours d'Elegance.

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