#duesenbergmodeljautomobilemodel

Stutz DV32 Convertible Victoria

Stutz

DV32

Convertible

Victoria

Stutz was founded in Indianapolis in 1911 when a car designed by Harry Clayton Stutz finished 11th in the first Indy 500 race. Until the end of the 10s. cars from the factory team "The White Squadron" performed in the Indy 500 with great success, and their production versions, known as the Stutz Bearcat, sold well under the advertising slogan "Car that made good in a day". The firm subsequently retired from motorsport, but its brand has long become synonymous with speed and performance. In the late 20s - early 30s. under the Stutz brand, high-end models were produced with powerful in-line 8-cylinder engines.

Design Stutz DV32 Convertible Victoria

Stutz

DV32

Convertible

Victoria

By the start of the Great Depression, many of the US luxury automakers developed new V12 and V16 models to help them survive the crisis. Stutz ignored this trend and remained faithful to the inline-8 Vertical Eight series.

Design Stutz DV32 Convertible Victoria

Stutz

DV32

Convertible

Victoria

When hard times came for her, there was no more money to create a multi-cylinder car. Instead, the firm's director, Edgar Gorell, instructed chief engineer Charles Groiter to squeeze the maximum horsepower out of the existing powertrain, without using such dubious technology as a mechanical supercharger in its design.

Design Stutz DV32 Convertible Victoria

Stutz

DV32

Convertible

Victoria

And Greuther did the job by fitting the old 5277cc 8-cylinder block with a new four-valve per cylinder cylinder head with hemispherical combustion chambers and chain-driven double overhead camshafts (DOHC). As a result, the power was increased from 113 to 156 hp. and is taller than any American V12 engine. The engine was mated to a Warner 4-speed manual transmission, which was replaced in 1932 by the more reliable Muncie 3-speed.

Design Stutz DV32 Convertible Victoria

Stutz

DV32

Convertible

Victoria

Everything else about the Vertical Eight chassis was the same as in 1926, including dependent front and rear leaf spring suspension and hydraulic drum brakes on all wheels.

Under the hood Stutz DV32 Convertible Victoria

Stutz

DV32

Convertible

Victoria

The Stutz DV32 (the letters "DV" in its name stood for Dual Valve, and the number "32" indicated the total number of valves) was unveiled at the 1931 New York Auto Show and went on sale in December of that year. From 1932 to 1934 it was produced in parallel with the less powerful 16-valve Stutz SV16 model. According to the characteristics of the Stutz DV32, it was second only to one 8-cylinder car in the American market - Duesenberg Model J.

Interior Stutz DV32 Convertible Victoria

Stutz

DV32

Convertible

Victoria

Each car was sold with a certificate guaranteeing a top speed of at least 100 mph. Most of the cars were based on a 145 "long wheelbase, with the exception of the Super Bearcat Roadsters, which had a short wheelbase (134.5").

Design Stutz DV32 Convertible Victoria

Stutz

DV32

Convertible

Victoria

They were built by the American branch of the Weymann studio using proprietary technology: part of the body (hood, fenders) was made of metal, and the rest of the panels were replaced by artificial leather painted in the same color, stretched over a wooden frame. Factory bodies for the Stutz DV32 were not provided, but in 1933-1934. the Stutz factory in Indianapolis manufactured sedans and chaise licenses from LeBaron. Prices for the Stutz DV32 ranged from $ 3,795 to $ 5,895. In total, from 1931 to 1934. a little more than 100 copies of this model were sold, after which the production of Stutz cars ceased.

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Stutz DV32 Convertible Victoria by Rollston '1933

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Duesenberg J Torpédo Scaphandrier

Design Ford Shelby GR-1Duesenberg J Torpédo Scaphandrier

The Duesenberg Model J is a luxury automobile made by Duesenberg. Intended to compete with the most luxurious and powerful cars in the world, it was introduced in 1928, the year before the stock market crash that led to the Great Depression. The Model J, available with a supercharger after 1932, was sold until 1937.

Design Duesenberg J Torpédo Scaphandrier

The Duesenberg Model J is the most powerful, luxurious and expensive car in pre-war America. It was created thanks to the exceptional engineering talent of Fred Dusenberg and the ambitious idea of ​​Errett Lobban Kord to build the best car in the world. Korda's dream came true in just two years, although it cost him about $ 1 million. But the momentary profit is nothing compared to the temptation to write his name in history. The Duesenberg brand has long been gone, and the rapturous exclamation “It's a Duesy!” Still exists in colloquial American language. (short for Duesenberg) meaning something best of its kind.

Design Duesenberg J Torpédo Scaphandrier

Duesenberg's early history was inextricably linked with racing, which is why the Dusenberg brothers had a background in mechanical engineering and several ingenious inventions such as an overhead valve in-line 8-cylinder engine and hydraulic brakes. But competition victories alone were not profitable, and serial production of the ultra-expensive Duesenberg A was too slow.

Interior Design Duesenberg J Torpédo Scaphandrier

The legendary Duesenberg J engine was so progressive that it was at least 50 years ahead of any other American motor of its time. It had two overhead camshafts (DOHC) and four valves per cylinder, while most vehicles in the 1930s. side valves were standard. The working volume was 6876 cm3, the cylinder diameter and piston stroke were 95.25x120.6 mm. The inline-8 was too long, so the crankshaft was fitted with a shock absorber filled with mercury. From above, each power unit was covered with bright green enamel, and the block head and other parts were finished with nickel, chrome or stainless steel.

Interior Design Duesenberg J Torpédo Scaphandrier

The chassis of the car was very sturdy and consisted of a ladder frame with massive 8.5-inch spars. In the design of the suspension, the Dusenbergs did not invent anything new and installed front and rear continuous axles on semi-elliptical springs with friction shock absorbers. Hydraulic brakes on all wheels have been used on Duesenberg racing cars since 1914; the Duesenberg J had drums up to 15 "in diameter and were available with vacuum booster since 1930. At first, the Model J was planned to develop a 4-speed transmission, but it soon turned out that only a conventional 3-speed manual transmission without It made the car hard to drive, although it handled well on the road.

Interior Design Duesenberg J Torpédo Scaphandrier

The Duesenberg Model J has always been sold as a chassis only, which cost $ 8,500 in 1929 and $ 9,500 since 1931. The body had to be ordered from one of the special ateliers, so the cost of the finished car started at $ 13,000 for a regular Murphy convertible and went up to $ 20,000 for an exclusive version of the SJ model.

Design Duesenberg J Torpédo Scaphandrier

The bodies for Duesenberg J were built by such American firms as Murphy, LeBaron, Derham, Rollston, Fleetwood, Holbrook, Brunn, Judkins and Willoughby. They all offered a wide range of body styles: phaetons, sedans, 2 and 4-door convertibles, coupes, roadsters and limousines. If the buyer did not find them original enough, he had the opportunity to contact any of the European ateliers and ship the chassis across the ocean, and then return the finished car back. Duesenberg's design was initially developed by each company individually, but with the arrival of Gordon Burig as the chief designer of the company, some styling elements (grille, headlights, bumpers) were standardized. A few bodies made at the Duesenberg plant in Indianapolis were designated LaGrande.

Duesenberg J Torpédo Scaphandrier SWB by Kellner '1929

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