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Duesenberg straight-8 engine

The Duesenberg straight-8 engine was an innovative inline-eight-cylinder engine family developed by automotive engineers Fred and August Duesenberg, first introduced in production passenger cars with the Model A in 1921 and produced until 1937, renowned for pioneering overhead camshaft technology and delivering exceptional power and smoothness in luxury automobiles.^[1] Fred Duesenberg began designing the straight-8 configuration after 1914, drawing from his experience building high-performance racing engines and marine motors, with the design perfected by 1919 to power successful race cars that won the Indianapolis 500 in 1924, 1925, and 1927.^[1] The brothers founded the Duesenberg Automobile and Motors Company in Indianapolis in 1920, launching the Model A as America's first production straight-eight automobile, featuring a 260-cubic-inch displacement engine with a single overhead camshaft, four valves per cylinder, and output of 88–90 horsepower at 3,600 rpm, enabling a top speed of 95 mph while achieving 18–22 mpg fuel economy.^[2] Approximately 500 Model A chassis were produced from 1921 through 1926, often bodied by custom coachbuilders and equipped with advanced four-wheel hydraulic brakes, a rarity at the time.^[1] In 1926, industrialist Errett Lobban Cord acquired the company, leading to the development of the flagship Model J in 1928, powered by a larger 420-cubic-inch double-overhead-cam straight-8 engine with 32 valves, a 5.2:1 compression ratio, and 265 horsepower at 4,200 rpm from its 3.75-inch bore and 4.75-inch stroke.^[3] This Lycoming-manufactured engine, weighing 1,150 pounds^[4] with a forged chrome-nickel iron block and aluminum components, propelled the Model J to a top speed of 116 mph and exemplified engineering sophistication through features like mercury-filled crankshaft dampers to reduce vibration.^[5]^[6] A supercharged variant, the Model SJ introduced in 1932, boosted output to 320 horsepower using an 8-psi Roots-type supercharger, further enhancing acceleration and performance for elite clientele.^[3] Between 1928 and 1937, Duesenberg produced 481 Model J and SJ chassis, all fitted with the straight-8 engine and sold to independent coachbuilders for bespoke bodies, cementing the brand's status as a symbol of opulence and speed during the pre-World War II era.^[5] The engines' legacy endures in automotive history for their role in advancing multi-cylinder design, influencing later luxury vehicles, though production halted amid the Great Depression and Cord's financial challenges following Fred Duesenberg's death in 1932.^[1]

History and Development

Origins in Racing

Fred and August Duesenberg, experienced engine builders with roots in bicycle and motorcycle racing since the 1890s, turned their focus to automotive engines in the late 1910s. In 1919, they perfected their first straight-8 prototype, a single overhead camshaft (SOHC) design aimed specifically at high-performance racing applications. This innovative inline-eight configuration allowed for smoother operation and higher revving capabilities compared to contemporary V8s or inline-sixes, setting the stage for Duesenberg's dominance in American motorsport.^[7]^[1] The engine's racing debut came in 1921 under the 3-liter (183 cubic inch) formula, with a downsized SOHC version featuring three valves per cylinder and producing around 114 horsepower. Duesenberg entries powered by this engine achieved remarkable success that year, securing multiple top finishes at the Indianapolis 500—including 2nd, 4th, 6th, and 8th places—and marking the first American victory at the French Grand Prix at Le Mans, where Jimmy Murphy crossed the line first in a Duesenberg, outpacing European rivals like Ballot and Sunbeam. These triumphs highlighted the engine's reliability and power, with its overhead cam design enabling revs up to 4,250 rpm for superior speed on both oval tracks and road courses.^[8]^[9]^[10] From 1923 to 1925, the Duesenberg straight-8 evolved further to meet shrinking displacement limits, shrinking to 121.3 cubic inches (1,988 cc) with a dual overhead camshaft (DOHC) arrangement, four valves per cylinder in naturally aspirated form, and options for two-valve supercharged variants to boost output. Supercharging, introduced via a gear-driven Roots-type blower, allowed the smaller engine to maintain competitive power levels, often exceeding 150 horsepower, while the DOHC setup facilitated even higher revving—up to 5,000 rpm—for enhanced acceleration and top speeds. This racing-driven progression emphasized the straight-8's adaptability, with overhead cams proving essential for airflow efficiency and valvetrain stability under extreme stresses, directly influencing the layout's adoption in performance engines.^[11]^[7]

Transition to Production

In 1920, brothers Fred and August Duesenberg, leveraging their expertise in racing engines, decided to expand into automobile manufacturing by founding the Duesenberg Automobiles and Motors Company in Indianapolis, Indiana. This pivot culminated in the introduction of the Model A in late 1920, with production commencing in 1921; it became America's first production passenger car powered by a straight-8 engine. The Model A represented a significant technological leap, incorporating four-wheel hydraulic brakes—pioneered by Fred Duesenberg in collaboration with Lockheed—a feature that enhanced safety and drivability in an era dominated by mechanical braking systems and crash gearboxes.^[12]^[13]^[14] Despite these innovations, the company faced mounting financial difficulties in the mid-1920s, exacerbated by high development costs and limited sales volumes for the premium-priced Model A. In October 1926, Errett Lobban Cord, president of Auburn Automobile Company and a longtime admirer of the Duesenbergs' engineering prowess, acquired a controlling interest in the firm, providing the necessary capital infusion to stabilize operations. This acquisition not only resolved immediate financial woes but also facilitated the design of the more ambitious Model J series, marking a renewed focus on luxury performance vehicles.^[15]^[2]^[16] Under Cord's ownership, Duesenberg established a key partnership with Lycoming Manufacturing Company—another entity acquired by Cord in 1927—for the production of straight-8 engines, a collaboration that supported the manufacture of high-output powerplants until the company's closure in 1937. This arrangement streamlined production and integrated advanced manufacturing capabilities, enabling the straight-8 to power Duesenberg's lineup through the Great Depression era. Overall, Duesenberg straight-8 engine production spanned from 1921 to 1937, with the 1920s serving as a critical transitional decade that evolved the engine from a racing-derived novelty to a cornerstone of American luxury motoring.^[17]^[18]^[13]

Design Features

Engine Configuration

The Duesenberg straight-8 engine featured an inline configuration with eight cylinders arranged in a single row, providing a long but compact powerplant suited for luxury and performance automobiles. This layout contributed to the engine's renowned smoothness, as the even firing order every 90 degrees minimized primary and secondary imbalances inherent to multi-cylinder designs, eliminating the need for auxiliary balance shafts.^[18] Early variants, such as those in the Model A series, employed a single overhead camshaft (SOHC) driven by a chain from the crankshaft, which actuated the valvetrain via pushrods and rocker arms. Later models, including the influential Model J, advanced to a dual overhead camshaft (DOHC) setup, also chain-driven with robust multi-row timing chains to handle higher stresses and enable precise valve timing at elevated engine speeds.^[19]^[18] In the SOHC designs, each cylinder utilized two valves—one intake and one exhaust—for basic gas flow management, while the DOHC configuration expanded to four valves per cylinder (two intake and two exhaust) to enhance breathing efficiency and support greater RPM ranges without compromising reliability. The cylinder block and heads were typically constructed from durable cast iron, often chrome-nickel alloy for strength, complemented by aluminum castings for components like the cam covers, oil pan, and timing covers to reduce overall weight.^[18] Bore and stroke dimensions were proportioned to favor torque delivery and operational smoothness, with the elongated stroke in many variants aiding in vibration damping through the straight-8's natural mechanical harmony, further refined by features like counterweighted crankshafts.^[20]

Key Innovations and Specifications

The Duesenberg straight-8 engine featured an optional supercharger system introduced in 1932, utilizing a geared centrifugal compressor designed by Duesenberg. This unit was mounted near the center of the engine block and driven by a shaft connected to the front accessory drive section, which served as a torsion bar to dampen vibrations from the drive gears. The supercharger significantly enhanced performance by increasing output from the base 265 horsepower to 320 horsepower in supercharged configurations, enabling superior acceleration and power delivery for luxury applications.^[21] A defining innovation was the multi-valve cylinder head design, employing four valves per cylinder—two intake and two exhaust—to optimize airflow and combustion efficiency. This arrangement, combined with the dual overhead camshaft layout, supported compression ratios up to 5.7:1 in supercharged variants, allowing for higher thermal efficiency and power density compared to contemporary single-valve engines. The valves measured approximately 1.5 inches for intakes and 1.4375 inches for exhausts, with bucket-type followers actuated directly by the cams to minimize valvetrain mass and inertia.^[18]^[22]^[23] Construction emphasized lightweight, durable materials, including aluminum alloy pistons cast from high-strength alloys to reduce reciprocating mass and improve responsiveness. Connecting rods were forged from Duralumin, an aluminum-copper alloy, with steel-backed caps for enhanced durability under high loads; later iterations incorporated tubular steel designs for further weight savings. The engine block and head were primarily cast iron for rigidity, while solid valve lifters were used throughout production to ensure precise timing without the complexity of hydraulic systems. These choices contributed to the engine's reputation for refined operation and longevity.^[18]^[13]^[24] Performance characteristics highlighted the engine's suitability for luxury cruising, with torque peaking at relatively low RPMs to provide effortless power from idle through mid-range speeds. This flexibility allowed operation from as low as 3 mph up to 90 mph in top gear without shifting, delivering smooth, vibration-free propulsion. In production setups, the engine routinely achieved top speeds exceeding 100 mph, underscoring its advanced engineering for the era.^[25]^[2]^[20]

Production Engines

Model A and X Series

The Duesenberg straight-8 engine powering the Model A was a pioneering design, featuring a displacement of 260 cubic inches (4.26 L) and a single overhead camshaft (SOHC) configuration with two valves per cylinder, delivering approximately 88 horsepower at 3,600 rpm in its naturally aspirated form.^[19] Constructed with a cast-iron block and detachable cast-iron cylinder head, along with an aluminum oil pan, the engine emphasized durability and performance derived from the brothers' racing heritage.^[26] This powerplant was integrated into the Model A chassis, which innovated with four-wheel hydraulic brakes as standard equipment—the first in a production automobile—enhancing stopping power for its era.^[2] Production of the Model A ran from 1921 to 1926, with approximately 650 units built, available in various body styles including open phaetons and tourers as well as closed sedans and coupes, often bodied by coachbuilders like Fleetwood or Locke.^[27] The Model A engine faced initial production challenges typical of early high-performance designs, but refinements improved its reliability over time, contributing to the car's reputation for smooth operation and efficiency, with fuel economy averaging 18 to 22 miles per gallon.^[2] Capable of top speeds around 95 mph, it provided a balance of luxury and speed for affluent buyers, though output volumes remained modest due to the handcrafted nature and high cost, averaging $5,700 to $7,500 per vehicle.^[2] As a bridge to later developments, the Model X series emerged in 1926–1927 as a refined evolution of the Model A, retaining the same 260-cubic-inch SOHC straight-8 but with enhancements including a revised crankshaft, valve train, pistons, and intake manifold for improved lubrication and cooling efficiency.^[28] These updates boosted output to 100 horsepower, enabling top speeds of about 100 mph, while the chassis saw minor extensions to 136 inches for better handling via relocated leaf springs.^[28] Only 13 Model X units were produced, all featuring the hydraulic brake system, before the introduction of the more advanced Model J; survivors number around five today.^[28]

Model J Series

The Duesenberg Model J series engines powered the luxurious Model J automobiles introduced in 1928, marking a significant evolution in the company's straight-8 lineup with advanced overhead-valve technology derived from racing heritage. These engines were produced from 1928 to 1937 under the ownership of the Cord Automobile Corporation, with approximately 445 units built for the base Model J configuration. The series included high-performance variants like the supercharged Model SJ, introduced in 1932, and the ultra-rare Model SSJ, limited to just two examples, which featured specialized enhancements for even greater output.^[6]^[13]^[29] At the core of the Model J series was a 420 cubic inch (6.9 L) straight-8 engine employing a dual overhead camshaft (DOHC) design with four valves per cylinder, delivering a base output of 265 horsepower at 4,200 RPM. The supercharged SJ variant boosted performance to 320 horsepower at 4,750 RPM through the addition of a centrifugal supercharger, which increased power by 20 to 30 percent while maintaining the engine's renowned low-end torque of 374 lb-ft. The SSJ achieved approximately 400 horsepower with further tuning. These engines utilized dual carburetors in the base models, with the SSJ incorporating a distinctive ram's horn intake manifold for optimized airflow and efficiency. The compression ratio stood at 5.2:1 for the naturally aspirated versions, contributing to their smooth power delivery and reliability in high-end applications.^[6]^[18]^[13]^[30] Manufacturing of the Model J series engines was handled by the Lycoming Manufacturing Company, which produced the blocks and components with meticulous hand-fitting to ensure precision and durability. Each engine featured robust construction, including five main bearings and full-pressure lubrication, allowing it to withstand the demands of luxury touring at speeds exceeding 100 mph. This attention to craftsmanship underscored the engines' status as engineering marvels of the era, blending automotive sophistication with proven racing principles.^[18]^[6]^[13]

Competition Engines

Early Racing Variants

The early racing variants of the Duesenberg straight-8 engine were developed to meet the stringent requirements of the 1.5-liter formula introduced for the 1926 European Grand Prix season, focusing on high-revving performance in lightweight chassis. The 1926–1929 variant featured a displacement of 90.3 cubic inches (1,480 cc) and employed a double overhead camshaft (DOHC) configuration with four valves per cylinder to enable efficient breathing at elevated RPMs. This design was optimized for the demands of European Grand Prix racing, incorporating shorter strokes to facilitate higher engine speeds and tuned exhaust headers tailored to track-specific conditions for improved power delivery.^[18] Building on this foundation, the 1930–1932 variant increased displacement to 244 cubic inches (4,000 cc) while adopting a single overhead camshaft (SOHC) setup with desmodromic valves, which eliminated traditional valve springs in favor of positive mechanical control via the camshaft for reliable operation at extreme speeds up to 6,000 RPM. These configurations typically produced power estimates of approximately 150–200 horsepower, aided by lightweight magnesium components for reduced mass and dry-sump lubrication to maintain oil pressure under high-G cornering and sustained high revs.^[31] Such adaptations underscored the engine's evolution from initial 1920s racing successes toward more robust competition prototypes.

Major Competition Applications

The Duesenberg straight-8 engine achieved significant success at the Indianapolis 500 during the mid-1920s, powering multiple victories and establishing the marque's reputation for racing prowess. In 1924, L.L. Corum and Joe Boyer shared the win in a Duesenberg Special equipped with the supercharged 122-cubic-inch DOHC variant, marking the first outright victory for the engine at the event. The following year, Peter DePaolo secured another triumph in a similar supercharged 122-cubic-inch configuration, averaging 101.13 mph over 500 miles and setting a record that endured for six years. In 1927, George Souders won in a streamlined Duesenberg Special with a supercharged straight-8, completing the race at an average speed of 97.54 mph. Although Jimmy Murphy's 1922 victory came in a Duesenberg chassis, it utilized a Miller straight-8 engine rather than the native Duesenberg powerplant, yet the era underscored the team's overall dominance with eight of the top ten finishers that year also on Duesenberg machinery.^[32]^[2]^[33] Internationally, the straight-8 made its mark early with Jimmy Murphy's victory at the 1921 French Grand Prix at Le Mans, the first win by an American car in a major European event, using a pre-production 183-cubic-inch version that outperformed European rivals like Ballot and Fiat. Throughout the 1920s, smaller 91-cubic-inch supercharged DOHC iterations excelled in European hill climbs and select grands prix, as well as American board track races such as those at Beverly Hills and Culver City, where drivers like Murphy and DePaolo racked up wins against Miller and Frontenac entries. These applications highlighted the engine's versatility, with its smooth power delivery and hydraulic braking integration providing an edge on varied circuits.^[34]^[35] In the 1930s, amid the Great Depression's economic constraints that curtailed racing budgets and development, Fred Duesenberg developed a 244-cubic-inch straight-8 with desmodromic valves for higher RPM capability, intended for renewed Indy competition. Deployed in specials like those entered by Fred Frame, the engine showed promise in qualifying but yielded no victories, hampered by reliability issues and the era's financial hardships that limited team resources. Modified versions found later success in land speed attempts, notably the 1935 Duesenberg SJ-based Mormon Meteor driven by Ab Jenkins at Bonneville Salt Flats, which set 21 American Automobile Association records including a 24-hour average of 135.57 mph.^[31]^[36] The straight-8's competition legacy extended beyond individual wins, powering cars to at least five Indianapolis 500 poles between 1922 and 1930 and contributing to over a dozen podium finishes, while its advanced features like dual overhead cams and supercharging influenced subsequent American racing engine designs for power and efficiency.^[37]^[38]

Applications and Legacy

Automotive Installations

The Duesenberg straight-8 engine powered the company's primary production automobiles from 1921 to 1937, beginning with the Model A series, which featured open tourers and sedans on a 134-inch wheelbase chassis. Introduced in 1921, the Model A utilized the innovative 260-cubic-inch single-overhead-cam straight-8, marking America's first production inline-eight engine, with approximately 650 units built from 1921 to 1926. These vehicles emphasized performance and luxury, with bodies crafted by coachbuilders such as Bender and Fisher, and the engine integrated into a conventional ladder frame with beam front axle and live rear axle suspended by semi-elliptic leaf springs.^[39]^[13] Following financial challenges, the Model X (1926–1927) updated the Model A chassis with reinforcements, a longer 136-inch wheelbase, and the same 260-cubic-inch straight-8 tuned to 100 horsepower, resulting in just 13 examples produced, including phaetons and sedans by builders like Locke & Company. The engine's mounting remained similar, with leaf springs positioned above the frame rails to lower the center of gravity, enhancing handling on the live rear axle setup.^[28]^[40] The flagship Model J series (1928–1937) represented the pinnacle of Duesenberg's automotive applications, employing a larger 420-cubic-inch dual-overhead-cam straight-8 rated at 265 horsepower in naturally aspirated form, mounted in a robust X-braced chassis with 142.5-inch or 156.5-inch wheelbases and beam front/live rear axle configuration using semi-elliptic springs and hydraulic shock absorbers. A total of 481 chassis were completed, with 445 standard Model Js receiving custom coachwork from prestigious firms including LeBaron, Murphy, Fleetwood, and Rollston, often as convertibles, sedans, or coupes emphasizing opulent interiors and aerodynamic lines. Supercharged SJ variants, introduced in 1932, boosted output to around 320 horsepower and were fitted to 36 high-end bodies by similar coachbuilders, while two rare SSJ models on shortened 125-inch wheelbases featured bespoke LaGrande roadster bodies for celebrity owners like Gary Cooper.^[29]^[41]^[42] Under shared ownership by E.L. Cord's corporation, which controlled Duesenberg, Auburn, and Cord from 1926 onward, the straight-8 saw limited installations in other vehicles, primarily custom modifications rather than standard production. For instance, select Auburn models like a 1935 851 Speedster received Model J engines for enhanced performance, requiring chassis extensions to accommodate the 420-cubic-inch powerplant, though no widespread licensing occurred due to Duesenberg's exclusivity focus. The engine's integration in these applications retained the beam front axle and live rear axle layout, underscoring the corporation's emphasis on interchangeable high-performance components without diluting brand prestige.^[43]^[17]

Historical Significance

The Duesenberg straight-8 engine epitomized the opulence of the 1920s and 1930s, powering luxury automobiles that symbolized wealth and status among the elite. Vehicles equipped with this engine, particularly the supercharged SJ variant, commanded exorbitant prices in their era and continue to fetch millions at contemporary auctions, underscoring their enduring allure as icons of extravagance; for instance, a 1935 Duesenberg SSJ sold for $22 million at the 2018 Pebble Beach auction, setting a record for the most expensive American car ever sold.^[44] The engine's association with high society extended to popular culture, where it featured prominently in adaptations of F. Scott Fitzgerald's The Great Gatsby, portraying the lavish lifestyles of characters like Jay Gatsby through replicas of yellow Duesenberg Model J phaetons.^[45] Technologically, the Duesenberg straight-8 pioneered the inline-eight configuration in American production automobiles, debuting in the 1921 Model A as the first such engine offered to the public and influencing subsequent designs by major manufacturers.^[2] Its advanced double-overhead-camshaft architecture pioneered the double-overhead-camshaft straight-8 in American luxury automobiles, influencing the adoption of straight-8 layouts by competitors like Packard and Cadillac during the 1920s and 1930s.^[46] By setting benchmarks for power and smoothness—delivering up to 265 horsepower in its most potent forms—the engine redefined expectations for American automotive engineering, earning acclaim as one of the finest straight-eights ever produced.^[18] Production of the Duesenberg straight-8 ended in 1937 amid the economic fallout of the Great Depression, which devastated luxury car sales and led to the collapse of E.L. Cord's Auburn-Cord-Duesenberg conglomerate.^[47] With demand plummeting and financial troubles mounting, the company ceased operations, marking the close of an era for bespoke high-performance engines. Following the shutdown, Lycoming Manufacturing Company, which had built the engines, pivoted to aircraft powerplants, producing radial and other aviation engines that powered military and civilian aircraft through World War II and beyond.^[48] In the modern era, the Duesenberg straight-8's legacy endures through its immense collector value and presence in prestigious institutions, such as the Auburn Cord Duesenberg Automobile Museum, which houses multiple original examples and celebrates the engine's role in American automotive history.^[49] Restoration efforts highlight significant challenges, including the scarcity of original parts—often requiring custom fabrication for components like dual-overhead-cam heads and superchargers—due to limited production runs of fewer than 500 engines.^[50] No official variants emerged after 1937, but enthusiast-built replicas persist, incorporating modern chassis and drivetrains while preserving the engine's aesthetic to keep its spirit alive in contemporary settings.^[51]

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[46]
History | Lycoming
Lycoming began in 1845 as Demorest Manufacturing, producing sewing machines and bicycles. It became Lycoming Foundry in 1907, developing auto engines, and then ...Missing: 1921 | Show results with:1921
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Auburn Cord Duesenberg Automobile Museum: Historic Automobile ...
Join us at the Auburn Cord Duesenberg Automobile Museum for a thrilling car design and mechanical engineering adventure. Discover the place where some of the ...Events · Plan Your Trip · About · Museum History
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Keeping the faith: restoring a Duesenberg Model SJ
Aug 18, 2020 · “When we got the car it was a rolling chassis, but the engine hadn't been reassembled. The body was missing 50-60% of the pieces that made it ...
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Faux Past: Duesenberg Murphy Roadster Replica by AAT
Nov 18, 2012 · The frame members look just as massive as those used by Duesenberg. Unlike the Duesenberg's ox-cart rear suspension, the replica uses a modern ...