This 1929 Duesenberg Model J is one of approximately 481 chassis across all variants of the Model J platform built between 1928 and 1937 and was initially constructed as a naturally aspirated short-wheelbase example with sweep-panel dual-cowl phaeton bodywork by LeBaron. Chassis 2158 is said to have been among several Model J show cars exhibited at the October 1929 Paris Salon de l’Automobile before being returned to the US, where it was purchased in New York by millionaire Argentinian racing driver Martín Máximo Pablo de Álzaga Unzué. It is said to have been subsequently driven in various events by De Álzaga before an engine failure precipitated its return to the factory in Auburn, Indiana, for repairs under warranty circa 1934. During its return to the factory, the car is believed to have been fitted with a replacement engine equipped with a centrifugal supercharger and twin Stromberg UU-3 carburetors with a “ram’s horn” intake setup. Once back in Argentina, the car’s chassis was shortened, and its rear bodywork was modified in the style of a two-seat baquet racer before it contested two races in 1936 and a third in 1937 after two changes of hand. The car is said to have remained with the same owner in Argentina until his 1961 passing, after which it was moved back to the US and was sold to collector Ted Billings, who commissioned a refurbishment that included the return of its chassis to original length with a frame section from a donor Model J and the fabrication of replacement rear bodywork. It was sold in the mid-1970s to Bill Harrah and spent over three decades in the Imperial Palace Auto Collection in Las Vegas with periodic loans to the Auburn-Cord-Duesenberg Museum and an appearance at the 2013 Pebble Beach Concours d’Elegance. The car was then purchased in 2014 by its current owner, who commissioned an eight-year restoration beginning in 2018 that included a repaint in black and maroon, a re-trim of the interior in maroon leather, and refreshes of the 420ci Lycoming inline-eight, carburetors, and other mechanical systems. Features include a three-speed manual transmission, four-wheel hydraulic drum brakes with adjustable vacuum assistance, 19” chrome wire wheels, dual side-mount spares, a black convertible top with maroon piping, a central-cowl tonneau panel carrying a fold-down windshield, and a rear luggage rack carrying a contoured trunk. This supercharged Model J LeBaron dual-cowl phaeton is now offered on dealer consignment with owner’s manuals and a clean Oregon title.
Development of the Model J began after E.L. Cord’s 1926 acquisition of the Duesenberg Motor Corporation gave Fred Duesenberg the impetus to attempt to design the fastest and most powerful production car the world had yet seen. The Model J debuted at the December 1928 New York Car Show and soon after entered production with a claimed top speed of 116 mph and a starting price of $8,500 for a rolling chassis. The SJ variant was introduced in 1932 with a centrifugal supercharger bringing output to 320 horsepower and top speed in the realm of 130 mph. Bodywork for both variants was provided either via a Gordon Buehrig-designed selection under the LaGrande name or by a number of independent coachbuilders to the custom desires of a client’s choice.
The J and SJ models were available on either 142.5”- or 153.5”- wheelbase chassis, the shorter of which was the basis for this example upon delivery before it was further shortened circa 1935. The car is reportedly shown in the photo above in its truncated racing form, which retained LeBaron’s curved sweep-panel accents across the cowl, hood, and front doors. Also visible in the photo is a portion of the supercharger and carburetor plumbing, which is noted to be similar to the setup utilized in Ab Jenkins’ 400-horsepower “Mormon Meteor” Duesenberg Model SJ Special.
The refurbishment performed between the 1960s and 1970s reportedly included re-lengthening of the rear frame using a portion of the frame from fire-damaged chassis 2606. Replacement rear coachwork and fenders were fabricated in the style of the original LeBaron bodywork during the project. The 2018-2026 restoration included a repaint in black and maroon after reported bodywork corrections including reworking of the fenders, while the frame was also refinished. The brightwork was re-plated or polished, and a replacement Haartz black convertible top with maroon piping was installed.
Features include chrome bumpers, swiveling Pilot-ray driving lights, a “Duesenbird” radiator mascot, mesh hood vents, cowl lamps, windshield-mounted spot lamps, wood running boards, bright spears on the front of each rear fender, a central-cowl tonneau panel equipped with a fold-down windshield, and a rear luggage rack carrying a maroon trunk contoured to align with the rear bodywork.
The six wire wheels are said to have been re-spoked, trued, and re-chromed during the 2018-2026 project, which also included the installation of 7.50-19 Firestone wide-whitewall tires. The dual side-mount spares feature chrome tread covers that carry side mirrors. Stopping is handled by four-wheel hydraulic drum brakes with servo assistance that is adjustable in intensity via a switch on the dashboard. A hand brake acts mechanically on the transmission output shaft. The braking system is said to have been overhauled during the work that was completed in 2026.
The cabin was re-trimmed during the recent refurbishment using maroon leather that is said to have been sourced from Canada and matched to a remnant of upholstery found under one of the seats. Features include color-matched wool carpeting, front and rear fold-down central armrests, a rear footrest, and storage pockets on the rear doors, the underside of the rear cowl tonneau, and the front passenger-side footwell.
The three-spoke steering wheel sits ahead of a maroon engine-turned dashboard fascia panel housing a 150-mph speedometer, a reverse-sweep tachometer, a clock, and gauges monitoring amperage, brake system pressure, fuel level, oil pressure, altitude, and coolant temperature. The five-digit odometer shows 2,900 miles, approximately three of which have been added under current ownership. Total chassis mileage is unknown.
Designed by Fred Duesenberg and built by Cord subsidiary Lycoming, the 420ci inline-eight features cylinders cast en bloc with the upper crankcase, an aluminum lower crankcase, a detachable cylinder head with dual overhead camshafts, four valves per cylinder, a chrome-nickel-manganese steel crankshaft with five main bearings, aluminum pistons and connecting rods, and mercury-filled vibration dampers.
The crankcase of this example’s replacement engine is stamped with number SJ-292.
The induction system is configured with a centrifugal supercharger as utilized on SJ engines, but in lieu of the standard SJ’s single carburetor, it is equipped with twin Stromberg UU-3 carburetors and a “ram’s horn” intake manifold. While most SJ engines were fitted with four individual exhaust pipes, this example features an eight-port exhaust manifold, reportedly due to the dual-carb setup, that extends through a cut-out in the right hood panel vent. The selling dealer states that the manifold was installed during the 1960s Ted Billings restoration in the style of what was on the car prior to its racing conversion in Argentina. The engine, carburetors, and ancillaries are said to have been refreshed during the 2018-2026 restoration.
Power is sent to the rear wheels via a three-speed manual transmission and a torque tube. Suspension is said to have been rebuilt during the recent refurbishment and incorporates solid axles, semi-elliptical leaf springs, and lever-arm hydraulic shock absorbers at front and rear, as well as Watson Stabilator front shock absorbers.
Chassis number 2158 can be seen stamped on the firewall above. A reproduction chassis tag that is included but has not been affixed to the car is viewable in the photo gallery below. The selling dealer notes that a chassis number is not visible on the frame, and it is not known if a stamp is present under the paint.
The photo above was reportedly taken during the 1960s refurbishment and shows the “ram’s-horn” intake configuration. Additional historical images of the car can be seen in the gallery. Races contested by the car in the 1930s are said to have included Il Gran Premio de Venado Tuerto with driver Jorge Perin on August 2, 1936, Un Gran Premio Ciudad de Buenos Aires with driver Raul Riganti on October 18, 1936, and Il Campeonato Cordobés de Velocidad with driver/owner Emilio Karstulovic on May 16, 1937.