Duesenberg

US, 1920 – 1937, 1966

(1) Duesenberg Motor Co, Indianapolis, Ind., 1920 – 1937

(2) Duesenberg Corporation, Indianapolis, Ind., 1966

Fred Duesenberg began by making bicycles and designed his first Duesenberg car, the Mason, in 1904. He and his brother August made engines with horizontal overhead valves for the 1912 Mason racing cars, and founded Duesenberg Motors in the following year in order to produce marine engines and complete racing cars bearing the Duesenberg name. The most famous of the latter appeared in 1920: a 3-litre Bugatti-inspired Duesenberg straight-8 with single overhead camshaft and three (vertical) valves per cylinder. This Duesenberg won the 1921 French Grand Grand Prix. In the 1920s the Duesenberg racing cars were the great rivals of the Millers at Indianapolis, and victory was assured in 1924 by the adoption of a centrifugal blower on Duesenberg cars. Though a two-stroke 1½-litre 8-cylinder racing engine capable of 7.000rpm was made in 1926, this was not proceeded with. The horizontal-valve Duesenberg engine was taken over in 1920 by the Rochester Motor Manufacturing Co Inc and was used in various sporting and luxury cars.

Meanwhile, at the end of 1920, the first Duesenberg production car made its debut. This Duesenberg Model A was an extremely expensive, if very advanced, luxury car, embodying an 8-cylinder in-line engine – the first to be seen in an American production car – of 4.2 litres, basically similar to the Duesenberg racing unit, but with only two valves per cylinder and developing about 100bhp. There were also hydraulically-operated front wheel brakes – another ‘first’ as far as America was concerned. The Model A was current until 1926. A handful of its little-altered successor, the Duesenberg Model X, was made in 1926-1927, but in the former year E.L. Cord of Auburn acquired control of the Duesenberg company. He stipulated that Fred Duesenberg’s next car should be completely new, and a quite exceptional machine. In fact, the Duesenberg Model J, which made its bow at the end of 1928, was the most remarkable automobile in America: bigger, faster, more elaborate and more expensive than any other, yet also superior to them in refinement and good looks. Its 6.9-litre, 8-cylinder engine, made by Lycoming (a firm which Cord had also bought), had two chain-driven overhead camshafts operating four valves per cylinder; a layout of racing type unique among American cars at the time and said to develop 265bhp at 4250rpm – more than double the output of any rival. Although the complete Duesenberg car weighed more than 4980lb, it was claimed to be capable of 116mph in top gear and 89mph in second. Only Duesenberg Model J chassis were made for which $8500 was asked in 1929. Immensely long and strong and lowbuilt, Duesenberg cars were very popular with all the leading coachbuilders. The Duesenberg company preferred to sell cars complete with bodies designed by them but made by approved builders, such as Murphy, Bohman & Schwarts, Judkins, Derham and Le Baron. In this form, catalogued Duesenberg models cost up to $17.950. The transmission – apart form the double dry-plate clutch – was conventional, as was the suspension by half-elliptic springs and hydraulic shock absorbers. The brakes, of course, were hydraulic, with vacuum servo assistance from late 1929.

In 1932 a supercharged version of the Model J, the Duesenberg SJ, was added. To cope with the 320bhp now alleged to be available, bearings, reciprocating parts and valve springs were strengthened. Usually, the shortest Duesenberg J chassis was used, with the highest axle ratio and stronger front springs. A maximum speed of 129mph was attributed to the Duesenberg SJ, with an acceleration figure of 0-100mph in 17 seconds.

Duesenberg survived the Depression, but died in the collapse of the Cord Corporation in 1937. Attempts to revive the Duesenberg name were made in 1947 and in 1966. The first Duesenberg was unsuccessful, and in 1966 only one Duesenberg car was actually made, powered by a 7-litre V8 Chrysler engine with push-rod overhead valves, developing 431bhp at 5.000rpm. Transmission was automatic, front suspension was independent, and there were disc brakes. Body styling was by Ghia. This Duesenberg venture, too, collapsed.

Source: Georgano, encyclopedia of motorcar; TRN 

The information is written with the greatest of care. However, if you have any suggested amendments please contact us at office@prewarcar.com

Tatra

CS, 1923 to date

(1) Tatra-Werke AG, Koprivnice, 1923 – 1935

(2) Ringhoffer-Tatra-Werke AG, Koprivnice, 1935 – 1941

(3) Tatra, np, Koprivnice, 1945 to date

At first the Tatra car was a continuation of the Nesselsdorf, producing the pre-war Types T and U Tatra cars, the latter a 6½-litre ohc 6-cylinder. The first real Tatra car of 1923 was completely different from the last Nesselsdorf models. After his return from Steyr, Hans Ledwinka produced a car which became one of the classics in the history of automobile design. This Tatra car was characterized by an air-cooled opposed-twin engine of 1.056cc developing 12bhp, a central tubular frame, and special rear swing axles and differential. It was known as the Type 11, and was the basis of later Tatra car models, commercial vehicles as well as private Tatra cars. Type 12 was identical with the Type 11, but this Tatra car had 4-wheel brakes. The Tatra car design was not intended for sporting events, but nevertheless two of these Tatra cars participated in the 1925 Targa Florio and gained 1st and 2nd place in the 1.100cc class, driven by Fritz Hückel and Kart Sponer. These were standard production Tatra cars, except that two inlet valves instead of one were fitted, and the front transverse-leaf springing was replaced by swinging half axles. Josef Vermirovsky was another competition driver on the small Tatra carmodel; his successes with Tatra cars included winning a 5.000 kilometre (3.107 miles) trial from Leningrad via Tiflis to Moscow in 1925. About 25.000 Tatra cars of Types 11 and 12 were built up to 1930. Some 4-cylinder Tatra cars followed, built on the same lines with air-cooled opposed engines, central tubular frames and swing axles: the Tatra 30 (1.680cc, 40bhp) and Tatra 52 (1.910cc, 40bhp). There were also the in-line 6-cylinder Type 70 Tatra car of 3.400cc and 60bhp, and the 6-litre V12 Type 80 Tatra car with 100bhp, both featuring the same frame construction and swing axles. The Type 80 Tatra car was built only in limited numbers, like the single-cylinder, 528cc 3-wheeler Tatra car (Type 49).

The next important development was the Tatra 57 which appeared in 1932. This Tatra car had the central tubular frame and swing-axles which were traditional by this time, and an air-cooled opposed 4-cylinder engine of 1.160cc developing 22bhp. Engine capacity of the Tatra car was later increased to 1.690cc, and this Tatra car was built until 1938. The German Röhr Junior was the Tatra 57 design built under licence. Under the name of Austro-Tatra the light Tatra cars were also manufactured in Vienna.

Ledwinka and Tatra were destined to make automobile history again with the Tatra Type 77 of 1934. The all-enveloping body of the Tatra car was built strictly to aerodynamic principles. A central box-type frame was used, and in its forked rear end – behind the rear axle – an air-cooled V8 engine of 3.400cc was placed. It developed 70bhp and gave the Tatra car a maximum speed of 95mph. The 1937 Tatra 87 incorporated the same technical principles and this Tatra car used a basically similar body. Engine capacity of the Tatra car was reduced to 2.960cc; output was 75bhp – a result of weight reduction. This Tatra car was capable of 100mph. In the same year the Tatra 97 was introduced with the same body, but an opposed 4-cylinder unit of 1.760cc and 40bhp was fitted. After the district of Koprivnice had come under German occupation, and the restriction of numbers of types which had been introduced in Germany in the 1930s was enforced in Czechoslovakia too, production of the Tatra 97 ceased and only the 87 Tatra car was continued until about 1941. In 1945, after the war, the Tatra car factory were nationalized by the Czechoslovak government, and production of Tatra cars was devoted to the front-engined Type 57B Tatra car and the rear-engined Tatra Type 87. These Tatra car were replaced in 1948 by a single model, the 2-litre rear-engined Tatraplan, derived from the pre-war Type 97 Tatra car. This Tatra car was made until 1954, after which there was a three-year period when no private Tatra cars were made. In 1957 the Tatra 603 was introduced; this Tatra car again had an air-cooled V8 engine of 2.472cc mounted in the rear. The Tatra car is still in production today as the T3-603, with twin-carburettor engine, servo-assisted disc brakes, and powere assisted steering, although Tatra concentrate on commercial vehicles and railway carriages. In preparation for 1973 was the 3.4-litre T613, a development of the existing theme.

Source: Georgano, encyclopedia of motorcar; HON 

The information is written with the greatest of care. However, if you have any suggested amendments please contact us at office@prewarcar.com