 1932 Model DV-32 |
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1933 Stutz DV-32 news, pictures, and information | ||
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 |  |  | Victoria Convertible Coachwork: Rollston & Company Chassis Num: DV-PC-1558 Engine Num: DV-33268 |
| Sold for $1,512,500 at 2013 RM Auctions. | |||
The Stutz marque built a solid reputation for their strong engineering background, beginning with spectacular success at Indianapolis in 1911 that earned the slogan 'the car that made good in a day.' They continued their racing presented and many of their road going vehicles benefited from their experience. The DV32 had double overhead cams, four valves per cylinder and hemispherical combustion chambers. There were also vacuum assisted power brakes.
During the company's 25-year history, they produce a total of 35,000 cars. Their last car was manufactured in 1934.
Rollston of New York, which averaged just 22 bodies per year in the Depression era, created this example with steeply raked windshield and carefully proportioned body lines.
The early history of this Convertible Victoria by Rollston is not known, though it is believed to have begun its life in New York City. There it was sent to the Rollston Company where it received its five-passenger designed body. This formal design has a high beltline, long doors, an aggressively slanted windshield, and rather squared-off proportions. It wears its original colors of Sierra Sandstone and Antique Veridian Green over beige leather upholstery.
The history of the car dates back to 1952, when it was acquired by Carl Pennrich, of Greenwood Lake, New York. In 1960 it was sold to William Harrah where it would remain over a quarter century. At that point in its history it was painted maroon.
When the Harrah Collection was dispersed, the Stutz was purchased by Richard Scott, who got it running and driving again. After several years in the Scott collection, ownership passed through the hands of Joseph Cassini and David Kane, before coming into the ownership of the current owner. The car was treated to a restoration, after which it achieved Second in Class at the Pebble Beach Concours d'Elegance in 2006, Best in Show at the Glenmoor Gathering and Best in Class at Amelia Island in 2007, and Best in Class at the Meadow Brook Concours in 2009.
 |  | Victoria Convertible Coachwork: Rollston & Company Chassis Num: 261560 |
| Sold for $797,500 at 2007 RM Auctions. | ||
John Brisben Walker, publisher of Cosmopolitan magazine, acquired about buying the Stanley brothers business in the late 1900s. The brothers quickly stated a very high sum of $250,000, which was accepted, to much surprise of the Stanley brothers. Part of the agreement between Walker and the Stanley brothers was they would not compete for one year and would serve as general managers for the newly formed Locomobile Company.
The REO Motor Company was formed after Ranson E. Olds was forced out of the Oldsmobile Company. Harry Stutz left the company that bore his name in 1919 after Alan Ryan's acquisition of controlling interest in 1919. At the time, the Stutz Company was one of the leading marques.
In some cases, when the founder left the company soon perished. For the Stutz Company, it would survive and prosper for a number of years. The Company had been acquired by Bethlehem Steel's Charles Schwab for $20 a share which totaled $3.7 million. Mr. Fred Moskovics, an engineer, promoter, marketer, and motivator, was hired as president. Under his tutelage, the company was elevated to a new level of success.
This 1933 Stutz DV32 Dual Cowl Phaeton was offered for sale at the Vintage Motor Cars sale at Hershey, PA presented by RM Auctions. It was estimated to sell for $450,000 - $600,000. Bidding surpassed the estimates and sold for $797,500. Part of the vehicles allure is that it is, possibly, the only DV32 Dual Cowl Phaeton in Existence.
This car spent many years in the famed Harrah Collection where it was in its original condition until the mid-1980s when it was sold to Mr. Irving Davis. Under his care it was treated to a concours standard restoration. Since then, it has been used on several CCCA tours and events and remains in excellent condition. It has LeBaron Coachwork and is considered a Full Classic by the Classic Car Club of America.
It is fitted with an eight-cylinder engine with double overhead cams and displaces 322 cubic-inches. The 156 horsepower engine is mated to a three-speed manual gearbox and has four-wheel vacuum assisted drum brakes.
By Daniel Vaughan | Dec 2007
 |  |  | Dual Cowl Phaeton Coachwork: LeBaron Chassis Num: DV-26-1560 Engine Num: DV 33271 |
| Sold for $660,000 at 2011 Gooding & Company. | |||
In 2011, this vehicle was offered for sale at the Gooding & Company auction in Scottsdale, Az. where it was estimated to sell for $500,000 - $650,000. As bidding came to a close, the car had been sold for the sum of $660,000 including buyer's premium.
By Daniel Vaughan | Feb 2011
 |  |  | Dual Cowl Phaeton Coachwork: LeBaron |
 |  | Convertible Victoria Coachwork: Waterhouse |
 |  | Sedan Chassis Num: DV64 1595 Engine Num: 33306 |
| Sold for $87,750 at 2011 Bonhams. | ||
The DV-32 engine featured a pair of polished aluminum cam covers with cloisonné DV-32 emblems. The new combustion chamber design eliminated the need for the twin plug arrangement found in the SV-16. Performance was notably improved and the engine had a powerful and high-revving feel.
The Stutz chassis had low-slung worm drive frame which was noticeably lower than its competition and featured vacuum boosted hydraulic brakes.
The DV-32 was 'too little, too late' and only 150 were produced before the company closed up in 1935. This example is a five-passenger sedan mounted on the 145-inch DV-32 chassis. It was fully restored a number of years ago but still presents well today.
In 2011, the car was offered for sale at the Quail Lodge presented by Bonhams auction. As bidding came to a close, the car had been sold for the sum of $87,750 inclusive of buyer's premium.
By Daniel Vaughan | Nov 2011
 |  |  | Monte Carlo Coachwork: Weymann Chassis Num: DV331-17 |
This vehicle rides on a 156-inch wheelbase and sold new for $6,595.
 |  |  | Monte Carlo Coachwork: Weymann |
In 1876, Harry C. Stutz was born. He grew up on the family farm where he often helped repair their farm equipment. This led to a fascination with engines and in 1897 he built his first car; soon after he began designing and creating engines. The Stutz Company, based in Indianapolis, Indiana, introduced its first production vehicle in 1911. The vehicle, after only five months of design and build, was immediately entered in the inaugural Indianapolis 500 mile race where it captured an 11th place finish. Not bad for its first vehicle and first race. Throughout the company's life span, it would endure good and bad times. The Stutz Company was in production during World War I and the Great Depression, both responsible for negatively affecting Industry.
Stutz will be forever remembered for their Bearcat model, a vehicle produced until 1925. This pure-bred race car had an aggressive and masculine stance; the interior was void of luxury and amenities. With its high revving straight 8-cylinder overhead camshaft engine and lightweight construction, the vehicle was poised to compete in national and international competition.
In 1919, Harry Stutz was forced by stock holders to leave his company. In 1922, Charles Schwab was given control of the company. In 1925, Schwab gave control of the company to Frederick Moskovics. Moskovic planed to revitalize the company by shifting the priorities from racing to producing luxurious automobiles. This did not mean that the company was to abandon its racing heritage, rather Moskovics wanted to expand its racing prowess by entering it in International competition. The 24 Hours of Le Mans is a grueling endurance battle that tests stamina, speed, and durability. In 1928 a Stutz Series BB Black Hawk Speedster, driven by Edouard Brisson and Robert Bloch, was entered in the French LeMans race. The vehicle did well, leading for most of the race. Half way through the 22nd hour, the gearbox broke on the Stutz and a Bentley 4.5-liter was able secure a first place finish. The Stutz was second, the best an American car had ever placed in this prestigious race.
In 1929, the Stutz Company decided to increase their chances of victory by entering more than one vehicle into the Le Mans race. The vehicles were designed and prepared especially for the race. Gordon Buehrig was tasked with designing the bodies for the 2-seater sportscars. A modified 5.5-liter straight 8-cylinder with a supercharger were placed in the front and powered the rear wheels. Three vehicles entered by Stutz Paris, Colonel Warwick Wright, and Charles Weymann were anxiously anticipating a repeat of the prior years success or possibly an overall victory. Sadly, only one vehicle would finish. Behind a fleet of Bentley's was the Stutz followed by a Chrysler 75. With a fifth place finish, the Stutz cars were no match for the powerful and agile Bentley Speed Six models.
In the early part of 1929, Moskovics resigned and Edgar Gorrell assumed the duties of president. Many manufacturers were developing multi-cylinder cars which attracted a larger market share of the already small luxury car market. The Stutz Company was not in a financial position to develop an engine of this caliber. Instead, Stutz embarked on developing an inline eight cylinder engine with single overhead cams. The result was the SV16, representing the side-valve 16 meaning that one exhaust and one intake valve per cylinder was allocated for the eight cylinders. By using the name SV16, it gave the vehicle an allure of equal capacity to other nameplates such as the Cadillac and Marmon V16. The SV-16 came equipped with a windshield safety glass and hydrostatic brakes. The chassis sat lower than most of the competition giving it an advantage through turns. During its production run, around 100 examples were produced.
Following on the heals of the SV16 was the DV-32. The engine featured updraft Schebler carburetors and four valves per cylinder equaling 32 valves and dual overhead camshafts. The power-plant was capable of producing 156 horsepower. The vehicle sat atop of a 145 inch wheelbase and outfitted with Stutz 8 hubcaps. At $6,400 these vehicles were extremely expensive at the time.
The Stutz 8 was produced from 1926 through 1935. The engine produced just over 90 horsepower. Within a few years, horsepower had been incrased to over 115.
In 1928, the Blackhawk series was introduced. These sports cars were affordable, competitive, and compact; outfitted with a powerful engines.
During the close of the 1920's, the Stutz company was riddled with lawsuits, including 'breach-of-contract' over engine building. James Scripps-Booth entered a lawsuit about the low-slung worm drive design Stutz had been using. The Stutz Company was beginning to fall on hard times.
The demise on the race track would slowly transcend to the market place. For all of 1930, there were less than 1500 cars produced. Sales declined even more in the following years and in 1934, after only six Stutz cars produced, the factory closed its doors. This is not to suggest the racing results were solely responsible for the company's woes. The Great Depression crippled and destroyed many auto manufacturers at this time. Competition in design and technology was ever present and the dependable, mass-produced, low-cost automobile manufacturers were in the best positions to come out on top. The Stutz Company had an impressive racing heritage and its automobiles are legendary. The Stutz name is respected by many including those overseas.
In 1968 a New York banker named James O'Donnell incorporated Stutz Motor Car of America. Ghia was commissioned to create a design for the Stutz Blackhawk, which was shown to the public in 1970. Sales continued for more than a decade selling very strongly until 1987. Production slowed from 1987 until 1995 when production ceased.
By Daniel Vaughan | Aug 2007
For more information and related vehicles, click hereStutz will be forever remembered for their Bearcat model, a vehicle produced until 1925. This pure-bred race car had an aggressive and masculine stance; the interior was void of luxury and amenities. With its high revving straight 8-cylinder overhead camshaft engine and lightweight construction, the vehicle was poised to compete in national and international competition.
In 1919, Harry Stutz was forced by stock holders to leave his company. In 1922, Charles Schwab was given control of the company. In 1925, Schwab gave control of the company to Frederick Moskovics. Moskovic planed to revitalize the company by shifting the priorities from racing to producing luxurious automobiles. This did not mean that the company was to abandon its racing heritage, rather Moskovics wanted to expand its racing prowess by entering it in International competition. The 24 Hours of Le Mans is a grueling endurance battle that tests stamina, speed, and durability. In 1928 a Stutz Series BB Black Hawk Speedster, driven by Edouard Brisson and Robert Bloch, was entered in the French LeMans race. The vehicle did well, leading for most of the race. Half way through the 22nd hour, the gearbox broke on the Stutz and a Bentley 4.5-liter was able secure a first place finish. The Stutz was second, the best an American car had ever placed in this prestigious race.
In 1929, the Stutz Company decided to increase their chances of victory by entering more than one vehicle into the Le Mans race. The vehicles were designed and prepared especially for the race. Gordon Buehrig was tasked with designing the bodies for the 2-seater sportscars. A modified 5.5-liter straight 8-cylinder with a supercharger were placed in the front and powered the rear wheels. Three vehicles entered by Stutz Paris, Colonel Warwick Wright, and Charles Weymann were anxiously anticipating a repeat of the prior years success or possibly an overall victory. Sadly, only one vehicle would finish. Behind a fleet of Bentley's was the Stutz followed by a Chrysler 75. With a fifth place finish, the Stutz cars were no match for the powerful and agile Bentley Speed Six models.
In the early part of 1929, Moskovics resigned and Edgar Gorrell assumed the duties of president. Many manufacturers were developing multi-cylinder cars which attracted a larger market share of the already small luxury car market. The Stutz Company was not in a financial position to develop an engine of this caliber. Instead, Stutz embarked on developing an inline eight cylinder engine with single overhead cams. The result was the SV16, representing the side-valve 16 meaning that one exhaust and one intake valve per cylinder was allocated for the eight cylinders. By using the name SV16, it gave the vehicle an allure of equal capacity to other nameplates such as the Cadillac and Marmon V16. The SV-16 came equipped with a windshield safety glass and hydrostatic brakes. The chassis sat lower than most of the competition giving it an advantage through turns. During its production run, around 100 examples were produced.
Following on the heals of the SV16 was the DV-32. The engine featured updraft Schebler carburetors and four valves per cylinder equaling 32 valves and dual overhead camshafts. The power-plant was capable of producing 156 horsepower. The vehicle sat atop of a 145 inch wheelbase and outfitted with Stutz 8 hubcaps. At $6,400 these vehicles were extremely expensive at the time.
The Stutz 8 was produced from 1926 through 1935. The engine produced just over 90 horsepower. Within a few years, horsepower had been incrased to over 115.
In 1928, the Blackhawk series was introduced. These sports cars were affordable, competitive, and compact; outfitted with a powerful engines.
During the close of the 1920's, the Stutz company was riddled with lawsuits, including 'breach-of-contract' over engine building. James Scripps-Booth entered a lawsuit about the low-slung worm drive design Stutz had been using. The Stutz Company was beginning to fall on hard times.
The demise on the race track would slowly transcend to the market place. For all of 1930, there were less than 1500 cars produced. Sales declined even more in the following years and in 1934, after only six Stutz cars produced, the factory closed its doors. This is not to suggest the racing results were solely responsible for the company's woes. The Great Depression crippled and destroyed many auto manufacturers at this time. Competition in design and technology was ever present and the dependable, mass-produced, low-cost automobile manufacturers were in the best positions to come out on top. The Stutz Company had an impressive racing heritage and its automobiles are legendary. The Stutz name is respected by many including those overseas.
In 1968 a New York banker named James O'Donnell incorporated Stutz Motor Car of America. Ghia was commissioned to create a design for the Stutz Blackhawk, which was shown to the public in 1970. Sales continued for more than a decade selling very strongly until 1987. Production slowed from 1987 until 1995 when production ceased.
By Daniel Vaughan | Aug 2007
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| Similar Automakers | |
| American | Chalmers |
| Chandler | EMF |
| Locomobile | Lozier |
| Marr | Mercer |
| National | Paige |
| Penn | Pierce Arrow |
| Simplex | Stellite |
| Stevens Duryea | Stoddard-Dayton |
| Similarly Priced Vehicles from 1933 |
| Packard 1005 Twelve ($3,700-$4,700) |
| Pierce Arrow Model 1242 Twelve ($3,796-$4,365) |
Average Auction Sale: $515,083 |
| Stutz: 1931-1940 |
| Similar Automakers |
| Stutz History |
| Other models by Stutz |
| Bearcat Blackhawk DV32 Model 8 SV16 |
| 1932 Model DV-32 |
