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1936 Duesenberg Model SJN

The Duesenberg Model J was introduced in 1928 and produced through 1937 with a total of 481 examples built, including 36 equipped with factory-supplied superchargers. The 420 cubic-inch DOHC straight-8 engine delivered 265 horsepower (in naturally aspirated configuration), making them among the most powerful cars in the world. With the help of the supercharger, output rose to 320 bhp. Most examples rested on a 142.5-inch wheelbase platform which made them among the largest on the road. A longer 153.5-inch platform was also available, and two examples (SSJs) rested on a shortened 125-inch wheelbase. A few chassis were extended to 160 inches.

The 420 cubic-inch, dual overhead camshaft, inline 8-cylinder engine breathed through a single Stromberg Downdraft carburetor and delivered 265 horsepower at 4,200 RPM. When equipped with a supercharger, the unit was positioned beside the engine and the vertical driving shaft required the exhaust manifold arrangement to be redesign. Initially, the exhaust was re-routed away from the engine in a one-piece eight into one Monel manifold. Most of the Model SJs had four exposed exhaust pipes encased within bright, flexible metal conduit tubes that exited the right side panel of the hood.

The engine was paired with a three-speed manual gearbox, and four-wheel hydraulic drum brakes provided stopping power. At the front was a beam-axle suspension and in the back was a live axle, with semi-elliptical leaf springs all round.

The Duesenberg company slogan was The World's Finest Motor Car, and its racing heritage led to a quality passenger car that was advertised as being able to achieve 104 mph in 2nd gear.

Duesenberg Model JN

Even though the Duesenberg Model J was among the most exclusive and expensive automobiles in the world, some of the company's clientele requested something even more special. For these customers, Duesenberg offered the Model JN, and just ten examples were built. All were bodied by Rollston, wore styling by Herb Newport, and each example was a unique masterpiece. They rode on smaller diameter 17-inch wheels, wore bullet-shaped taillights, modern skirted fenders, sleeker running boards concealing the frame rails, and received redesigned battery and tool boxes to allow the doors to close over the frame.

Duesenberg Model SJN

The supercharged version of the Model JN was logically dubbed the 'SJN.'

by Dan Vaughan

Convertible Coupe by Rollston & Company
Engine number: J-533

In the mid-1930s, a contemporary series of Duesenbergs was offered, featuring a wider body dropped over the frame rails for a lower profile. Designated the 'JN' series, they were designed by Herb Newport of Rollston and Company of New York. They were the final iteration of the Model J. The 'S' in its moniker represented the increase in horsepower from 265 to 320, thanks to the addition of a supercharger.

The rare supercharged Duesenberg JNs were among the most powerful cars of their day, powered by a straight-eight engine displacing 420 cubic inches and with the Duesenberg-designed supercharger, had 320 horsepower. They had smaller 17-inch wheels, skirted fenders, and lowered bodies set directly on the frame rails. A favorite with the rich and famous, these cars were actually very drivable despite their mass and speed.

The Duesenberg company slogan was The World's Finest Motor Car and its racing heritage led to a quality passenger car that was advertised as being able to achieve 104 mph in 2nd gear.

Even though Duesenberg survived the Great Depression, it died with the collapse of the Cord Corporation in 1937. Attempts were made to revive the company in 1947 and again in 1966 when only one car was actually produced.

This Duesenberg SJN Convertible Coupe by Rollston appeared in the 1949 film The Great Gatsby. It was purportedly delivered as a JN and then fitted with a supercharger, which was not uncommon in that era. The car's final owner was W.R. Burlingham of the famed coal company in Ohio. It was acquired by Jack Nethercutt in 1956, and then sold to Bill Harrah. But in 1984, Jack Nethercutt bought his beloved Duesenberg back, and the Nethercutts have owned it ever since.

Convertible Sedan by Rollston & Company
Engine number: J-571

Duesenberg introduced the Model SJ in 1932; SJ denoting a supercharged version of the magnificent Duesenberg straight-eight that produced an incredible 320hp ... 55hp more than its normally aspirated brother. Just 36 SJ chassis were produced between 1932 and 1937 at an additional cost of $1,000, making the SJ a $9,500 investment . . . before the owner spent a single cent on its custom body! This was a 120mph car in an era when cars could barely reach 80mph.

Ten SJNs were built in 1935, all with coachwork by Rollston of New York City. The JN was equipped with smaller 17-inch diameter wheels (compared to the standard 19-inch), skirted fenders, bullet-shaped taillights, and bodies set lower on the frame rails for a sleeker look. It was an attempt to give a more modern look to an aging design first introduced in 1929.

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