The 1929 chassis price of $8,500 was raised to $9,500 in 1931. The SJ chassis, announced in 1932, carried a price tag of $11,750, establishing a price of $2,250 for the supercharger installation.

The $30,000 to $50,000 Duesenbergs, occasionally legendized by feature writers, are figments of fantasy rather than fact. The majority of Model J’s sold in the U.S. were priced in a range up to $16,500. While models selling from $17,000 to $19,500 were not uncommon, cars selling in this bracket were considered by Duesenberg salesmen to be in the Duesy’s “upper” price range.

Due to the popularity and resultant semi-standardization as a “catalog” type, the Murphy Convertible Roadster represented the least expensive body offered. On the 1932 price level, this model carried a base price of $11,000. In comparison, the La Grande Phaeton was listed at $14,750 and the Murphy-Beverly sport sedan at $16,500.

The chassis included fenders, bumpers, four Delco Remy shock absorbers and six wire wheels, including two spares in the fender wells. The Coachwork cost $2,500 and up. 

The coachwork was to the client’s wish. Various coachbuilders were used – Murphy, Holbrook, Derham, Rollston, Bohman and Schwartz, LaGrande and LeBaron, to name a few.

Extensive use of heat-treated aluminum was used in the car – cast aluminum dash, oil pan, tail light brackets, camshaft covers, Ray-Day alloy aluminum pistons and connecting rods, water jacket covers, water pump, intake manifold, front and rear axle drum covers, all brake shoes, spare wheel supports, and gas tank filler neck.

Among numerous features was the straight-eight engine of 265 horsepower at 4,200 revolutions per minute, four valves per cylinder.

Two wheelbases were available, 142 ½ inches and 153 ½ inches.

The Duesenberg delivered 11 to 13 miles per gallon. Chassis lubrication was wholly automatic, sending oil at 30-60 mile intervals through copper tubing, not only to all spring shackles, but also to the linkage on all four shock absorbers, to the drag link, to the drive shaft bearing at the front end of the torque tube, to the rear universal, and to the clutch throwout mechanism. It was the most complete system of chassis lubrication yet devised.

A pair of signal lights tell the driver when the system functions.

An accurate speedometer with a 150 mph scale registers the speed, a tachometer indicates engine revolutions per minute, an altimeter tells the elevation above sea level and an eight-day clock with a split-second hand gives stopwatch readings from 1/5 seconds to 30 minutes. Four signal lights inform the driver concerning lubrication and battery water. Other instruments include gasoline gauge, oil pressure gauge, engine heat indicator ammeter, starter button and choke button.

The brakes, designed by Fred Duesenberg, are unusually effective as internal, two-shoe hydraulics.

DUESENBERG COACHBUILDERS
Manufacturers of custom bodies for Duesenberg automobiles 

AMERICAN

Bohman and Schwartz
(Pasadena, California)

Brunn and Company
(New York, New York)

The Derham Body Company
(Rosemont, Pennsylvania)

Dietrich Inc.
(Detroit, Michigan)

Holbrook Company
(Hudson, New York)

J.B. Judkins Company
(Merrimac, Massachusetts)

LaGrande*
(Union City, Indiana) 

LeBaron, Carrossiers
(New York, New York)

LeBaron-Detroit Company
(Detroit, Michigan)

Locke and Company
(New York, New York)

The Walter M. Murphy Company
(Pasadena, California)

The Rollston Body Company
(New York, New York)

A.H. Walker
(Indianapolis, Indiana)

Weymann American Body Company
(Indianapolis, Indiana)

The Willoughby Company
(Utica, New York)

 *Duesenberg’s “house brand” – LaGrande was a trade name for special bodies built by the Union City Body Company
 

FOREIGN

Barker and Company, Ltd.
(England)

Castagna, Carrozzeria
(Milan, Italy)

D’Ieteren Freres
(Belgium)

Fernandez and Darrin
(France)

Figoni and Falaschi
(France)

Franay
(France)

Graber
(Switzerland)

J. Gurney Nutting and Company, Ltd.
(England)

Hibbard and Darrin
(France)