1. History

2. Products
    Model A (1921–1927)  Model X (1926–1927)  Model J, SJ, SSJ, JN, SJN (1928–1937)  Production summary 

3. Revivals

4. Etymological note

5. See also

6. References

7. External links

Duesenberg Motors Company (sometimes referred to as "Duesy") was an American manufacturer of race cars and luxury automobiles. It was founded by brothers August and Frederick Duesenberg in 1913 in Saint Paul, Minnesota, where they built engines and race cars.^[1] The brothers moved their operations to Elizabeth, New Jersey in 1916 to manufacture engines for World War I. In 1919, when their government contracts were cancelled, they moved to Indianapolis, Indiana, home of the Indianapolis Motor Speedway, and established the Duesenberg Automobile and Motors Company, Inc. (Delaware). In late 1926, E.L. Cord added Duesenberg to his Auburn Automobile Company. With the market for expensive luxury cars severely undercut by the Depression, Duesenberg folded in 1937.

History

In 1913, brothers Fred and Augie Duesenberg founded Duesenberg Motors Company, Inc. on University Avenue in St. Paul, Minnesota, to build engines and race cars.^[2] The brothers were self-taught engineers and built many experimental cars. Duesenberg cars were considered some of the best cars of the time{{citation needed|date=May 2016}}, and were built entirely by hand. In 1914, Eddie Rickenbacker drove a "Duesy" to finish in 10th place at the Indianapolis 500, and Duesenberg won the race in 1924, 1925, and 1927. The fledgling company sidestepped into aviation engine manufacturing when Colonel R.C. Bolling and his commission acquired a license to produce the Bugatti U-16 for the U.S. Army Air Service. The end of World War I stopped this project before it could ever mature.

In 1921, Duesenberg provided the pace car for the Indy 500, driven by Fred Duesenberg. Also in 1921, Jimmy Murphy became the first American to win the French Grand Prix when he drove a Duesenberg to victory at Le Mans.

According to archives of The Des Moines Register, the first Duesenbergs were built at 915 Grand Ave in Des Moines, Iowa.{{citation needed|date=July 2018}}

Products

Model A (1921–1927)

At the end of World War I, they ceased building aviation and marine engines in Elizabeth, New Jersey at the corner of Newark Avenue and North Avenue. In 1919 the Duesenberg brothers sold their Minnesota and New Jersey factories to John Willys and moved to a new headquarters and factory in Indianapolis, where the "Duesenberg Automobile and Motors Company, Inc." was established in 1920 to begin production of passenger cars. The plant was located on a {{convert|17|acre|m2|adj=on}} site on West Washington street at Harding street until 1937, adjacent to the Overland Automobile factory.^[3][4]

Although the Duesenberg brothers were world-class engineers, they were neither good businessmen nor administrators; they were unable to sell all the units of their first passenger car, the Model A. This had the Duesenberg Straight-8 engine, the first "mass-produced" straight eight engine in the U.S.{{Citation needed|date=April 2010}} It was an extremely advanced and expensive automobile (prices began at $6,500),^[5] offering features such as single overhead camshafts, four-valve cylinder heads, and the first four-wheel (16"^[6]) hydraulic brakes (designed by Fred in conjunction with Lockheed)^[7] offered on a passenger car anywhere (predating Adler's introduction to the European market in 1926 on the "Standard 6"). The Model A was a lighter and smaller vehicle than the competition. It was among the most powerful and the fastest cars of its time.{{Citation needed|date=April 2010}} Among the celebrities who purchased this model were Tom Mix and Rudolph Valentino.

The model experienced various delays going from prototype to production. Deliveries to dealers did not start until December 1921.^[7] Sales lagged and the goal of building 100 Duesenbergs each month proved far too high, as the Indianapolis plant struggled to roll out one a day. In 1922 no more than 150 cars were manufactured,^[8] and only 650 Model As were sold over a period of six years.

Winning races did not translate into financial success either, although that winning reputation would eventually attract new investors, who supplied the cash flow to prop up the production facility. The brothers continued to create excellent engines for cars, boats, and a few planes but only as employees of various capitalist investors who bought the rights to their famous family name.^[5]

The firm had already acquired a considerable aura of prestige when in October 1919, Fred signed over the rights to his name, patents and drawings for a passenger car to a pair of promoters, Newton E. Van Zandt and Luther M. Rankin.^[7] On March 8, 1920, these men became president and vice president of the "Duesenberg Automobile and Motors Corporation of Indianapolis". Fred was chief engineer and Augie his assistant, and both were salaried as employees.

Van Zandt quit after a year, and business went from bad to worse in 1923. In 1924 the company went into receivership, but somehow it survived that year.^[11] In 1925, the firm's name was changed to "Duesenberg Motors Corporation" and Fred assumed the title of president.^[11] Fred and August struggled to keep the company, but to no avail, as they weren't able to raise enough capital.

Model X (1926–1927)

Model X Duesenbergs are very rare. It was a sportier version of the model A with a heavier and longer ({{convert|136|in|mm|abbr=on}} wheelbase) chassis and {{convert|100|hp|kW|0|abbr=on}} engine that enabled it to reach {{convert|100|mph|km/h|0|abbr=on}}.^[10] The most notable differences between the A and X were that the latter had hypoid differentials and all its valves were on one side; it sported the hydraulic brakes that Fred had originated on his 1914 racing cars. This braking system could have earned him a fortune if he had obtained a patent.^[12]

According to Randy Ema, the top Duesenberg authority in the United States, only 13 were built. They fit in between the Duesenberg Model A and the famous J; only four were known to survive until automobile preservationist Jay Leno found a fifth X in a neighborhood garage in 2005.

Model J, SJ, SSJ, JN, SJN (1928–1937)

E.L. Cord bought the company on October 26, 1925, for the brothers' engineering skills, talent and the brand name in order to produce luxury cars. He challenged Fred Duesenberg to design an automobile that would be the best in the world. Indeed, Cord wanted the biggest, fastest, and most expensive car ever made. He also ordered a large chassis to be able to compete with the biggest, most powerful, and most luxurious European cars of the era, such as Hispano-Suiza, Isotta Fraschini, Mercedes-Benz, and Rolls-Royce.

After Cord's takeover, the new company was renamed "Duesenberg, Inc." Fred would continue in the new organization, now with the title of vice president in charge of engineering and experimental work.^[11] Whereas Augie had played an important role in the development of the Model A and its variant, the very rare X, he had nothing to do with the J and had no formal connection with Duesenberg, Inc. until later. According to the expert Marshall Merkes, "Cord did not want Augie around."^[13] However, all Duesenberg racing cars produced after 1926 were Augie-built in an enterprise that functioned separately, and in a building apart from the main Duesenberg plant. He was also responsible for a number of engineering achievements like the superchargers he developed for both the Auburn and Cord motorcars.^[22]

The newly revived Duesenberg company set about to produce the Model J, which debuted December 1 at the New York Car Show of 1928. In Europe, it was launched at the Salon de l'automobile de Paris of 1929. The first and — at the time of the New York presentation — only example made of the series, the J-101, was a sweep-panel, dual-cowl phaeton, with coachwork by LeBaron, finished in silver and black.^[14] By the time the Great Depression hit in October 1929, the Duesenberg Company had only built some 200 cars. An additional 100 orders were filled in 1930. Thus, the Model J fell short of the original goal to sell 500 cars a year.^[15]

The Model J's straight-eight was based on the company's successful racing engines of the 1920s; designed by Duesenberg, they were manufactured by Lycoming,^[16] another company owned by Cord. In unsupercharged form, the eight produced an impressive (for the period) {{convert|265|hp}},^[10] aided by dual overhead camshafts and four valves per cylinder.^[17] The Model J was capable of a top speed of {{convert|119|mi/h|km/h|abbr=on}}, and {{convert|94|mi/h|km/h|abbr=on}} in second gear. Other cars featured larger-displacement engines, but none surpassed its power.{{citation needed|date=December 2015}} It was also both the fastest and most expensive American automobile in the market.{{citation needed|date=December 2015}}

As was the custom among the luxury car brands, only the chassis and engine were displayed, since the interior and body of the car would be coachbuilt to the owner's specifications. The chassis on most Model Js were the same, as was the styling of such elements as fenders, headlamps, radiator, hood and instrument panel.^[18]

Duesenberg bodies came from both the United States and Europe, and the finished cars were some of the largest, grandest, most beautiful, and most elegant cars ever created. About half the Model Js built by Duesenberg had coachworks devised by the company's chief body designer, Gordon Buehrig.^[18] The rest were by independent coachbuilders from the United States, such as Derham, Holbrook, Judkins,^[19] LeBaron, Murphy, Rollston (later renamed Rollson), Walker, Weymann, and Willoughby, and from European works Fernandez et Darrin, Franay, Gurney Nutting, Saoutchik, etc.^[14] However, other coachworks were made by Duesenberg branches in Chicago, New York City, Los Angeles, Philadelphia, Florida and Denver, as well as by smaller dealers. For the in-house bodies Duesenberg used the name of La Grande.

The chassis cost $8,500 ($9,500 after 1932); the completed base model cost between $13,000 and $19,000 (two of the American-bodied J's reached $25,000^[20]), at a time when the average U.S. physician earned less than $3,000 a year.{{citation needed|date=December 2015}} Figures are not available as to the prices charged by deluxe coachbuilders in Europe, but it is reasonable to assume the final selling price of the products mounted on the costly imported chassis were considerably higher than their all-American-built counterparts.^[20]

The J was available in two versions of chassis with a different wheelbase; a long one ({{convert|153.54|in|m|2|abbr=on}})^[10] and a short one (about {{convert|141.73|in|m|2|abbr=on}}). There were also other special sizes, like the only two SSJs with a wheelbase shortened to {{convert|125|in|m|2|abbr=on}} and a couple of cars with the wheelbase extended to {{convert|4|m|in|abbr=on}} and over.

The dashboard included lights that reminded the driver the oil needed changing and the battery should be inspected.^[21]

A series of minor modifications were carried out during the production life, but most of the design remained the same up until the factory closed in 1937. First to go was the four-speed gearbox, which proved unable to handle the engine's power. It was replaced by an unsynchronized three-speed gearbox, which was fitted to all subsequent Duesenbergs. Unlike almost all American manufacturers, Duesenberg did not switch to a fully synchronized gearbox in the mid-1930s, which made the Model J difficult to drive and outdated. By 1937 the chassis and gearbox were ancient compared to the competition.^[22]

Regarding this model, it is necessary to emphasize that most of them (engine and chassis) were made in 1929 and 1930, but due to the Depression, high price, and other factors, were sold in subsequent years. The year in which it was bodied is used to date a particular J, though the chassis was made in an earlier year.

The supercharged version, often referred to as the SJ, was reputed to achieve {{convert|104|mph|km/h|0}} in second gear and have a top speed of {{convert|135|-|140|mph|km/h|0}} in third gear. Zero-to//#23'>23]diameter wheels (versus {{convert|19|in|cm|abbr=on}}), skirted fenders, bullet-shaped taillights, and bodies set on the frame rails for a lower look. The battery box and tool box were redesigned slightly so that the doors could close over the frame. Supercharged JNs gained the logical SJN designation.^[29]

The Model J quickly became one of the most popular luxury cars, as well as a status symbol in the United States and Europe, driven by the rich and famous, including Al Capone, Evalyn Walsh McLean, Greta Garbo, Howard Hughes, Mae West, Marion Davies, Tyrone Power, Clark Gable, Bill "Bojangles" Robinson, William Randolph Hearst, Powel Crosley, Jr., the families Mars, Whitney, and Wrigley; members of European royalty such as the Duke of Windsor, Prince Nicholas of Romania, Queen Maria of Yugoslavia, and the Kings Victor Emmanuel III of Italy and Alfonso XIII of Spain. The latter was very keen on motoring and chose his now-missing Duesenberg J, among his cars, to go to exile after the proclamation of the Second Spanish Republic. Father Divine had the last Duesenberg chassis built with an extra-long 178-inch wheelbase. It weighed {{convert|7800|lb|kg|abbr=on}} and accommodated ten passengers. J. Herbert Newport was the designer. Built by Bohman & Schwartz and delivered in October 1937, it was {{convert|22|ft|m|abbr=on}} long and {{convert|7|ft|m|abbr=on}} wide. It was known as Father Divine's Throne Car, because it had a removable rear top section that exposed two raised rear seats.

Originally, New York supported the Model J. New York was the financial capital of the United States in 1929, and many of its people could afford such a very expensive car. As the Depression deepened, however, power shifted, and ultimately it was newly wealthy Hollywood that kept Duesenberg alive through much of the 1930s.^[15] It was so reputed and imposing that many Hollywood stars, such as James Cagney, posed next to the car to promote their careers.

Duesenberg advertising the Model J as "The World's Finest Motor Car". In their print ads, an elegant man or woman were seen together with a concise but meaningful sentence: "He/She drives a Duesenberg". The campaign was a success.

There was a gradual evolution (up to the 1937 model) to preserve the "stately lines" while moving into a more integrated mode of styling. The final evolution of the Duesenberg engine was ram-air intakes, which were added to some of the last supercharged models to produce {{convert|400|hp|kW|0|abbr=on}}, referred to as "SSJ". Of 481 Model Js built^[30] (including all its versions) produced between 1928 and 1937, about 378 survive.

Duesenberg ceased production in 1937 after Cord's financial empire collapsed. However, between 1937 and 1940 two automobiles put the final touch to this historic marque. The first one was delivered by the coachbuilder Rollson to the German artist Rudolf Bauer in April 1940; it is both the longest Duesenberg and the last one delivered.^[31] The last one ever made was assembled from leftover parts between 1938 and 1940.^[14]

In 1940, Augie Duesenberg sold marine versions of the current 254-ci splash-oiled Hudson flathead inline eight.

Duesenberg became far less popular during World War II, by the end of which a few Model Js were advertised for around $300 to $400, with some ultimately selling for only $100 or $200.{{citation needed|date=June 2012}} Business rebounded in the 1950s, when classic and vintage cars became popular among collectors. Several Model Js were advertised in the New York Times in the fall of 1950, at prices as low as $500. By 1959 a decent example could not be bought for less than $4,000, and an exceptional example could approach $10,000. By 1969, model J's were selling anywhere between $15,000 and $50,000. The first Duesenberg to break six figures was a model J that sold for $205,000 in April 1974. The first Duesenberg to sell in excess of $1 Million was in 1985. Today, model J's go for anywhere from mid six figures to well into seven figures. One particular example sold for $10 million recently.

A distinctive feature of the Duesenberg Model J was the "bowtie"-style front bumper, which used two pieces of steel, with the top piece bent to resemble a bowtie.{{Citation needed|date=December 2014}}

Production summary

Revivals

After World War II, August Duesenberg tried to revive the Duesenberg name but was unsuccessful; several later attempts were also unsuccessful. The most successful attempt came in the mid-1960s with August's son Fritz at the helm and Virgil Exner as the stylist using the chassis of a 1966 Imperial^[32] and a Chrysler engine. One of Exner's Duesenberg designs was later produced as a "neo-classic" Stutz Bearcat.

A 1970s Duesenberg was also created, based on a contemporary Cadillac Fleetwood and with modern styling. It was produced in a limited run.

A reproduction automobile called Duesenberg II was produced between 1978 and 2000 by the Elite Heritage Motors Corp and successor company Duesenberg Motors Inc. in Elroy, Wisconsin. Five body models of the original Duesenberg J were offered. Each one was copied from an original and visually almost identical, with Ford Lincoln drive train, Ford V8 engine and modern comfort features. These replicas sold for up to US$225,000. Fewer than 100 were made in total.

In 2011 a new company with worldwide trademark rights^[33] was established as Duesenberg Motors Inc., with the intention of again restarting the manufacturing of the Duesenberg II replicas in 2012 in Baldwin, Wisconsin. This effort died quickly when the owner stopped the project because of a lack of cash flow. There are no products currently for sale, and future cars are unlikely.

A Duesenberg SJ convertible coupe sold for $4.5 million in March 2013.^[34]

Etymological note

The origin of the American slang word "doozy" or "doozie", meaning something excellent or powerful, is unknown. Merriam-Webster completely rejects any attribution to the automobile, noting that doozy originally appeared as "dozy" in eastern Ohio in 1916 — four years prior to the production of the first Duesenberg vehicles. They also claim there is little evidence connecting the Duesenberg and doozy during the 1920s and 1930s, when the car was most popular. "Dozy" is akin to the verb "dozen" that is semantically and etymologically related to "daze" and that is attested in slang terms such as "the dozens."^[35]

See also

• Auburn Automobile
• Cord Automobile
• Auburn Cord Duesenberg Automobile Museum
• Duesenberg Straight-8 engine
• List of automobile manufacturers
• List of defunct United States automobile manufacturers
• List of Indianapolis 500 pace cars

References

• {{cite web | url=http://www.thebubbler.com/links/sales-4235/duesenberg-motors-inc-16591/ | title=Directory of Wisconsin companies | work=thebubbler.com | accessdate=2012-04-06 }}{{dead link|date=September 2017 |bot=InternetArchiveBot |fix-attempted=yes }}

• {{cite book |url={{Google books|AUiFxwYK6qwC|Errett Lobban Cord: His Empire, His Motor Cars: Auburn, Cord, Duesenberg|plainurl=yes}} |first=Griffith |last=Borgeson |title=Errett Lobban Cord: His Empire, His Motor Cars: Auburn, Cord, Duesenberg |page=43 |publisher=Automobile Heritage Publishing |location=New Albany, Indiana |origyear=1984|year=2005 |isbn=0-9711468-7-X |lccn=2003114944 |accessdate=2010-11-23|ref=AUiFxwYK6qwC_2005}}
• {{cite journal |first=Gordon M. |last=Buehrig |title=I remember the Duesenberg |url={{Google books |svPzoud4n_MC |Automobile Quarterly Spring 1966 |page=370 |plainurl=yes}} |work=Automobile Quarterly |volume=4 |number=4 |date=Spring 1966 |pages=370–373 |editor1-last=Bailey |editor1-first=L. Scott |editor2-last=Kaufman |editor2-first=Mervyn |location=New York USA |publisher=Automobile Quarterly |accessdate=2010-11-23 |lccn=62-4005 |ref=Buehrig}}
• {{cite book |last= Cheetham|first= Craig|origyear= 2004|year= 2006|title= Vintage Cars|url= {{Google books|y4-T0gmBqH0C|Vintage Cars|plainurl=yes}}|location= St. Paul, Minnesota |publisher= Motorbooks|isbn= 978-0-7603-2572-8|accessdate= 2010-11-23|pages=72–79|ref=Cheetham}}
• {{cite book |editor1-last= Kimes|editor1-first= Beverly Rae|title= The Classic Car|location= Des Plaines, Illinois USA|publisher= Classic Car Club of America|year= 1990|isbn= 0-9627868-0-2|lccn= 90-84421|chapter= Duesenberg|pages= 229–269|ref=ClassicCarKimes}}
• {{cite book| last= Kimes| first= Beverly| title=Standard catalog of American Cars 1805-1942|year=1996|publisher=Krause publications|isbn=0-87341-428-4|ref=StandCatKimes}}
• {{cite journal |url={{Google books|svPzoud4n_MC|Automobile Quarterly Spring 1966|plainurl=yes}} |first=Raymond A. |last=Wolff | title= Duesenberg—It's A Grand Old Name | work=Automobile Quarterly | volume=4 |number= 4 |date=Spring 1966 | pages=348–369 |editor1-last= Bailey|editor1-first= L. Scott|editor2-last= Kaufman|editor2-first= Mervyn|location= New York |accessdate=2010-11-23|lccn=62-4005|ref= Wolff}}

External links

• Auburn/Cord/Duesenberg Museum
• [https://web.archive.org/web/20160304042705/http://www.duesey186.com/Datasheets/frmModelJIndex.htm Index of all 481 Duesenberg J chassis number]

• Toni Dzangarovski
• Toni Dürnberger
• Toni Edmondson
• Toni Elling
• Toni Erdmann
• Toni Falbo
• Toni Farnworth
• Toni Feldmann
• Toni (footballer, born 1992)
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• T.o.night
• Tonight (1957 TV series)
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