1966 Duesenberg Model D (Ghia)

Clamshell fender shapes, hidden headlamps, and a large grille linked the 1966 Duesenberg Model D concept car with the classic 1930s Duseys.
Clamshell fender shapes, hidden headlamps, and a large grille linked the 1966 Duesenberg Model D concept car with the classic 1930s Duseys.
Вирджил Экснер позирует у единственного экземпляра возрожденного Duesenberg, построенного итальянским кузовным ателье Ghia. Абрис колесных арок напоминает изгиб крыльев исторического «Дюзи», аутентична и форма облицовки радиатора (1964)
Вирджил Экснер позирует у единственного экземпляра возрожденного Duesenberg, построенного итальянским кузовным ателье Ghia. Абрис колесных арок напоминает изгиб крыльев исторического «Дюзи», аутентична и форма облицовки радиатора (1964)
In the Duesenberg tradition, the Model D concept car was big. It rode a 132-inch wheelbase and, at 245 inches, was longer overall than a Cadillac limousine.
In the Duesenberg tradition, the Model D concept car was big. It rode a 132-inch wheelbase and, at 245 inches, was longer overall than a Cadillac limousine.
The fully functional 1963 Model D concept car was styled by former Chrysler chief designer Virgil Exner and built by Ghia of Italy.
The fully functional 1963 Model D concept car was styled by former Chrysler chief designer Virgil Exner and built by Ghia of Italy.
Duesenberg Model D (Ghia), 1966
Duesenberg Model D (Ghia), 1966
Duesenberg Model D (Ghia), 1966
Duesenberg Model D (Ghia), 1966
Duesenberg Model D (Ghia), 1966
Duesenberg Model D (Ghia), 1966
Duesenberg Model D (Ghia), 1966 - Rendering
Duesenberg Model D (Ghia), 1966 - Rendering
Duesenberg Model D (Ghia), 1966 - Rendering
Duesenberg Model D (Ghia), 1966 - Rendering
Like its real-life predecessors, the Duesenberg Model D concept car was beautifully finished inside and out.
Like its real-life predecessors, the Duesenberg Model D concept car was beautifully finished inside and out.
Согласно моде 30-х годов в экснеровской модели Duesenberg D показания спидометра и часов дублировались для задних пассажиров
Согласно моде 30-х годов в экснеровской модели Duesenberg D показания спидометра и часов дублировались для задних пассажиров
12-page driveReport by Ken Gross on the 1966 Duesenberg prototype from SIA #73 (February 1983)
12-page driveReport by Ken Gross on the 1966 Duesenberg prototype from SIA #73 (February 1983)
12-page driveReport by Ken Gross on the 1966 Duesenberg prototype from SIA #73 (February 1983)
12-page driveReport by Ken Gross on the 1966 Duesenberg prototype from SIA #73 (February 1983)
12-page driveReport by Ken Gross on the 1966 Duesenberg prototype from SIA #73 (February 1983)
12-page driveReport by Ken Gross on the 1966 Duesenberg prototype from SIA #73 (February 1983)
12-page driveReport by Ken Gross on the 1966 Duesenberg prototype from SIA #73 (February 1983)
12-page driveReport by Ken Gross on the 1966 Duesenberg prototype from SIA #73 (February 1983)
12-page driveReport by Ken Gross on the 1966 Duesenberg prototype from SIA #73 (February 1983)
12-page driveReport by Ken Gross on the 1966 Duesenberg prototype from SIA #73 (February 1983)
12-page driveReport by Ken Gross on the 1966 Duesenberg prototype from SIA #73 (February 1983)
12-page driveReport by Ken Gross on the 1966 Duesenberg prototype from SIA #73 (February 1983)
12-page driveReport by Ken Gross on the 1966 Duesenberg prototype from SIA #73 (February 1983)
12-page driveReport by Ken Gross on the 1966 Duesenberg prototype from SIA #73 (February 1983)
12-page driveReport by Ken Gross on the 1966 Duesenberg prototype from SIA #73 (February 1983)
12-page driveReport by Ken Gross on the 1966 Duesenberg prototype from SIA #73 (February 1983)
12-page driveReport by Ken Gross on the 1966 Duesenberg prototype from SIA #73 (February 1983)
12-page driveReport by Ken Gross on the 1966 Duesenberg prototype from SIA #73 (February 1983)
12-page driveReport by Ken Gross on the 1966 Duesenberg prototype from SIA #73 (February 1983)
12-page driveReport by Ken Gross on the 1966 Duesenberg prototype from SIA #73 (February 1983)
12-page driveReport by Ken Gross on the 1966 Duesenberg prototype from SIA #73 (February 1983)
12-page driveReport by Ken Gross on the 1966 Duesenberg prototype from SIA #73 (February 1983)
12-page driveReport by Ken Gross on the 1966 Duesenberg prototype from SIA #73 (February 1983)
12-page driveReport by Ken Gross on the 1966 Duesenberg prototype from SIA #73 (February 1983)
Иллюстрации: www.shorey.net; Special Interest Autos
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The Duesenberg Model J was the mightiest of America's great 1930s Classics. Pioneer automotive journalist Ken Purdy once said it "will live as long as men worship beauty and power on wheels."

Still, there are those who can't resist trying to improve on a legend, particularly when they bear the same name. That, in a nutshell, explains why the only two attempts at a modern Duesenberg — at least so far — have been made by descendants of brothers Fred and August Duesenberg, creators of the immortal J.

The first attempt began in 1964, when Augie's son Fred A. "Fritz" Duesenberg resigned as chief engine engineer for the Labeco test-equipment company to join forces with one Milo N. Record, a sales and promotion specialist at Goodyear.

The impetus for their partnership was none other than Virgil Exner, who had just been ousted as styling chief at Chrysler. As Virgil Exner, Jr. later recounted in Special Interest Autos magazine: "My dad was [then] in semi-retirement. He'd done a number of designs for Esquire [in late 1963, interpreting] how some of the classics ... might look in the modern era."

Of Exner's four "contemporary continuations," only an updated 1934 Packard went unbuilt. His modernized Mercer idea was translated into the one-off 1966 Mercer-Cobra, while his Stutz speculation led directly to the trio of Pontiac-based Stutz Blackhawk models that sold in tiny numbers from 1970 to the mid-1980s.

But, of course, it was Exner's latter-day Duesenberg that interested Fritz — and Texas real-estate baron Fred J. McManis, Jr. With dreams of raising at least $5 million in start-up funds, Fritz formed a new Duesenberg Corporation in Indianapolis, where his father and uncle had built their towering machines 30 years before. Fritz installed himself as chairman and McManis as president.

The Duesenberg Model D concept car was the one and only car built by the 1960s Duesenberg Corporation. It had been started by Fritz Duesenberg, son of one of the original Duesenberg founders, with real-estate baron Fred J. McManis, Jr. as president.

Their initial vision was a $10,000 super-luxury sedan on a 120-inch wheelbase, but that soon grew into an even costlier car with a 132-inch chassis and, briefly, an aluminum V-8 with more than 500 cubic inches and 300 horsepower.

Targeted yearly volume was variously quoted at between 200 and 1,000 units by sources ranging from the Wall Street Journal to monthly "buff" magazines. Moreover, as Fritz told Car Life's Ed Janicki: "We plan no annual changes [though] we might consider a change or modification after 10 years. With this price, you couldn't sell [one] and then obsolete it in two years."

After selecting a final design from 15 working sketches submitted by the Exners, Fritz okayed a prototype of what came to be called the Duesenberg Model D. Construction was entrusted to the famed Ghia works in Italy — logical, as Ghia had built most of the elder Exner's Chrysler show-car designs of the Fifties.

Engineering work became a joint effort between Dale Cosper, a veteran of the original Auburn-Cord-Duesenberg concern, and Paul Farago, fresh from birthing the Chrysler-powered Dual-Ghia. But there was never any rush to completion, because financing was slow and hard to come by. In fact, hopes of attracting new money prompted the prototype's first public showing, which didn't come until the spring of 1966.

Like its hallowed forebears, the new Model D had grand proportions: It was a four-door brougham sedan measuring 137.5 inches between wheel centers and 245 inches overall. The announced price was a lofty $19,500, but included automatic transmission (Chrysler TorqueFlite), automatic climate control, all-disc brakes (big Airheart units), torsion-bar front suspension, chrome wire wheels, and power everything.

Per Duesenberg tradition, back seaters could scrutinize their own speedometer and clock; they also enjoyed a separate radio, fold-out writing tables, even a TV and bar. Interior trim was top-grade leather with solid mahogany accents.

The exterior blended nostalgic elements — razor-edge roof, center-opening doors, clamshell-shaped wheel openings — with trendy stuff like hidden headlamps. With 350 horsepower from a stock 440 Chrysler V-8 (the 426 Hemi was considered but rejected, as was all-independent suspension), the Model D had good performance for a 5,700-pound biggie.

But this first modern Duesenberg never went any further. Though plans were afoot for limousine and four-door convertible models, simple start-up of sedan production demanded $2.5 million, and the money was nowhere to be found.

So, after a few months in the limelight, Duesenberg Corporation faded away, which was a real shame. According to the few who've driven it, the Model D handled well for its size and had all the luxury anyone could want.

But the potential demand for such a costly "retro" car in 1966 was tiny if not non-existent, and the concept itself was probably flawed. As Car and Driver later opined, the Model D seemed the "perfect 1934 dream car. ... [Fred and Augie Duesenberg] would have kept up with the times."


Автомобили, созданные Фредом и Августом Дюзенбергами в 20-х и 30-х годах XX века, — одни из самых красивых в истории автомобилестроения. Неудивительно, что копии этих классических моделей еще долго пользовались спросом. Фред-младший, сын Августа, заказал Вирджилу Экснеру дизайн нового автомобиля. Так в итальянской дизайн-студии «Ghia» был создан Duesenberg Model D. Автомобиль вобрал в себя все возможные элементы роскоши, а безупречно настроенный двигатель V8 был позаимствован у моделей «Крайслер». Но, к сожалению, дальше прототипа дело не пошло.


Экснер прикидывал как мог бы развиваться стиль… не состоявшихся и исчезнувших брендов. Он фантазировал, как бы могли выглядеть модели Paсkard, Bugatti, Stutz и Duesenberg.

Образ Duesenberg запечатлелся в его сознании наиболее ярко благодаря детским воспоминаниям, когда в возрасте 7–8 лет на автомобильной выставке в Детройте он не смог удержаться от соблазна и, осторожно высвободив свою руку из руки отца, подлез под канат ограждения стенда и прикоснулся к изгибу переднего крыла символа американского автомобиля 30-х годов – роскошного Duesenberg SJ. Затем он долго рассматривая свое отражение в луноподобных кругляках гигантских фар и, почти не дыша, пообещал себе когда-нибудь тоже сотворить подобное чудо.

Но как это можно, ведь мода на такие формы отшумела много лет тому назад и тех лет уже не вернешь! Оказалось, что все возможно. Сохранившиеся на всю жизнь ощущения остро напомнили о себе спустя почти 50 лет в 1963 году, когда, оказавшись без любимой работы, он сидел с сыном на диване в гостиной и выдумывал себе хоть какое-нибудь занятие.

Нужно признать, что мода начала 60-х уже не предполагала килей и пышного декора; американский стайлинг томился в жестких рамках унылого «бокс стиля», наложившего табу на кривые и чувственные линии, где даже форма фар подчинялась форме прямоугольника. Тут он и вспомнил тот самый Duesenberg и представил, как мог бы выглядеть король американских дорог сегодня. Конечно, чтобы соответствовать моде, он стал бы чуточку угловатым, но величие монумента не утратил бы ни за что, и обязательно сохранил бы декор и форму облицовки радиатора, V-образность формы переднего двухэтажного бампера и восхитительную линию передних крыльев – ее пренепременно нужно восстановить!

Именно с этими мыслями Экснер взялся за карандаш. Так родилась серия исторических реконструкций, а с ней и метод римейка или «ретрофутуризма в автомобильном дизайне ХХ века», как назовут его в наши дни, когда будут созданы New Beatle, Mini, Bugatti и Fiat 500, и ко всем им придет ошеломительный успех.
По материалам: auto.howstuffworks.com; Журнал Автомобили, №12 Декабрь 2010
Разработки студии Ghia
1933 Fiat 508S Balilla Spider (Ghia), 1947 Alfa Romeo 6C 2500 Sport Cabriolet (Ghia), 1948 Alfa Romeo 6C 2500 Sport Cabriolet (Ghia), 1949 Alfa Romeo 6C 2500 SS Coupe (Ghia), 1950 Alfa Romeo 6C 2500 SS Supergioiello (Ghia), 1950 Ferrari 195 Inter (Ghia), 1951 Chrysler K-310 (Ghia), 1951 Plymouth XX-500 (Ghia), 1951 Talbot-Lago T.26 Record Coupe (Ghia), 1952 Chrysler C-200 (Ghia), 1952 Chrysler Special (Ghia), 1953 Abarth Fiat 1100 (Ghia), 1953 Alfa Romeo 1900 Sprint Supergioiello (Ghia), 1953 Alfa Romeo 1900 Supersonic Conrero (Ghia), 1953 Cadillac Coupe (Ghia), 1953 Chrysler D’Elegance (Ghia), 1953 Chrysler GS-1 Special (Ghia), 1953 Chrysler Thomas Special (Ghia), 1953 Dodge Firearrow I (Ghia), 1953 Fiat 8V Boano Coupe (Ghia), 1953 Fiat 8V Supersonic Coupe (Ghia), 1954 Alfa Romeo 1900 CS Speciale (Ghia), 1954 Alfa Romeo 1900 SS (Ghia), 1954 Alfa Romeo 2000 Abarth (Ghia), 1954 Chrysler ST Special (Ghia), 1954 DeSoto Adventurer I (Ghia), 1954 Dodge Firearrow II (Ghia), 1954 Dodge Firearrow III (Ghia), 1954 Dodge Firebomb - Firearrow IV (Ghia), 1954 Jaguar XK120 Supersonic (Ghia), 1954 Plymouth Explorer Special (Ghia), 1954 Simca Convertible Special (Ghia), 1955 Alfa Romeo 1900 Supergioiello (Ghia), 1955 Chrysler Falcon (Ghia), 1955 Chrysler Flight Sweep I (Ghia), 1955 Chrysler Flight Sweep II (Ghia), 1955 Chrysler ST Special (Ghia), 1955 Chrysler ST Special Convertible (Ghia), 1955 DeSoto Adventurer II (Ghia), 1955 Ferrari 375 MM Coupe Speciale (Ghia), 1955 Ghia Gilda I, 1955 Lincoln Futura (Ghia), 1955 Volkswagen Karmann Ghia (Ghia), 1956 Aston Martin DB2/4 Mk II Supersonic (Ghia), 1956 Chrysler Dart (Ghia), 1956 Chrysler Norseman (Ghia), 1956 Chrysler Special K300 (Ghia), 1956 Dual-Ghia Convertible (Ghia), 1956 Ferrari 410 Superamerica (Ghia), 1956 Jaguar XK140 (Ghia), 1956 Mercedes-Benz 300 Berlina/Convertible (Ghia), 1956 Packard Predictor (Ghia), 1956 Plymouth Plainsman (Ghia), 1957 Chrysler 375 Coupe (Ghia), 1957 Chrysler Diablo (Ghia), 1957 Dual-Ghia Sport Coupe (Ghia), 1957 Fiat Jolly (Ghia), 1958 Dual-Ghia 400 (Ghia), 1958 Simca Special (Ghia), 1959 Ghia Selene, 1960 Chrysler Valiant (Ghia), 1960 Ghia Dragster IXG, 1960 Plymouth XNR (Ghia), 1961 Chrysler TurboFlite (Ghia), 1961 Dodge Flite-Wing (Ghia), 1961 Dual-Ghia L 6.4 (Ghia), 1961 Ghia Cart, 1961 Maserati 5000 GT (Ghia), 1961 Plymouth Asimmetrica (Ghia), 1961 Volvo P1800 (Ghia), 1962 Fiat 500 Ziba (Ghia), 1962 Ghia Selene II, 1962 Plymouth Valiant St. Regis (Ghia), 1963 Chrysler Turbine Car (Ghia), 1963 Ghia G230S, 1964 Chrysler V280 (Ghia), 1964 Ghia 1500 GT, 1964 Renault R8 Coupe (Ghia), 1965 Bugatti Type-101C (Ghia), 1965 DeTomaso Competizione 2000 (Ghia), 1965 DeTomaso Vallelunga (Ghia), 1966 DeTomaso Mangusta (Ghia), 1966 DeTomaso Mangusta Spyder (Ghia), 1966 DeTomaso Pampero (Ghia), 1966 Duesenberg Model D (Ghia), 1966 Fiat 850 Vanessa (Ghia), 1966 Ghia 450/SS, 1966 Isuzu 117 Sport (Ghia), 1966 Maserati Ghibli (Ghia), 1967 DeTomaso Rowan (Ghia), 1967 Iso S4 Fidia (Ghia), 1967 Oldsmobile Thor (Ghia), 1968 Ghia Serenissima, 1968 Maserati Ghibli Spider (Ghia), 1968 Maserati Simun (Ghia), 1969 DeTomaso Mustela (Ghia), 1969 Isuzu Bellett MX1600 (Ghia), 1969 Lancia Fulvia 1600 Competizione (Ghia), 1969 Lancia Marica (Ghia), 1970 DeTomaso Pantera (Ghia), 1970 Ghia City Car, 1971 DeTomaso 1600 Spider (Ghia), 1971 DeTomaso Deauville (Ghia), 1971 DeTomaso Zonda (Ghia), 1971 Ford GT-70 (Ghia), 1972 DeTomaso Longchamp (Ghia), 1973 DeTomaso Pantera II/Montella (Ghia), 1973 Ford Mustela II (Ghia), 1973 Lincoln Mark I (Ghia), 1974 Ford Coins (Ghia), 1975 Ford Flashback (Ghia), 1975 Ford Urban Car (Manx) (Ghia), 1976 Ford Corrida (Ghia), 1976 Ford Prima (Ghia), 1977 Ford Megastar (Ghia), 1978 Ford Fiesta Tuareg (Ghia), 1978 Ford Lucano (Ghia), 1978 Ford Megastar II (Ghia), 1978 Ford Microsport (Ghia), 1978 Ford Mustang III (Ghia), 1978 Ghia Action, 1978 Mercury XM (Ghia), 1979 Ford GTK (Ghia), 1979 Ford Navarre (Ghia), 1979 Ford Probe I (Ghia), 1980 Ford Granada Altair (Ghia), 1980 Ford Mustang RSX (Ghia), 1980 Ford Pockar (Ghia), 1981 AC ME3000 (Ghia), 1981 Ford Aerovan (Ghia), 1981 Ford Avant Garde (Ghia), 1981 Ford Cockpit (Ghia), 1981 Ford EXP-II (Ghia), 1981 Ford Shuttler (Ghia), 1981 Ford Super Gnat (Ghia), 1982 Ford Brezza (Ghia), 1982 Ford Quicksilver (Ghia), 1982 Ford Topaz (Ghia), 1982 Ghia Mini Max, 1983 Ford Barchetta (Ghia), 1983 Ford Trio (Ghia), 1984 Ford APV (Ghia), 1984 Ford Vignale Mustang (Ghia), 1984 Ford Vignale TSX-4 (Ghia), 1985 Ford Probe V (Ghia), 1985 Ford Urby (Ghia), 1986 Ford Vignale TSX-6 (Ghia), 1987 Ford HFX Aerostar (Ghia), 1987 Lincoln by Vignale (Ghia), 1989 Ford Saguaro (Ghia), 1989 Ford Via (Ghia), 1990 Ford Fiesta Bebop (Ghia), 1990 Ford Zag (Ghia), 1990 Ford Zig (Ghia), 1991 Ford Connecta (Ghia), 1992 Ford Focus (Ghia), 1993 Aston Martin Lagonda Vignale (Ghia), 1994 Ford Arioso (Ghia), 1996 Ford Alpe (Ghia), 1996 Ford Lynx (Ghia), 1996 Ford Saetta (Ghia), 1996 Ford Vivace (Ghia), 1996 Lincoln Sentinel (Ghia), 1998 Ford Touring Ka (Ghia), 2000 Ford Street Ka (Ghia), 2001 Ford Forty Nine (Ghia)
Автомобили марки Duesenberg
1929 Duesenberg Model J, 1966 Duesenberg Model D (Ghia), 1976 Duesenberg II
Комментарии
DEBRA POWLESS
19 июля 2016 г.
Nice page! Joe Bortz had the car out last night for a drive. Every time I see it I cannot get over the overall size!!!

If you want to see a photo that I took last night let me know.

I have shared this page with Joe www.BortzAutoCollection.com

Debbie
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