1972 Stutz Blackhawk

The Stutz Blackhawk was produced from 1971 through 1989 by the revived Stutz Motor Company. The company had been resurrected by a New York banker named James O'Donnell. The original brand for which it is generally heralded failed in the mid-1930s and, during its brief two-decade existence, would leave an incredible legacy of racing success and automobile production. They quickly built a reputation for speed and performance, despite its low production, and earned the motto 'The Car That Made Good in a Day.'

After laying dormant for three decades, the name was revived as the Stutz Motor Car of America in August 1968. Apart from the name, it had no relationship with the original Stutz of the classic era. With funding from New York banker James O'Connell, and House of Representatives member for Oklahoma Howard Williams behind the project, the new company entrusted the vehicle's design to Virgil Exner. Using a contemporary Pontiac chassis, a 'big block' engine was installed, delivering over 400 horsepower.

The Blackhawk, designed by Exner, was prototyped by Ghia and introduced in January of 1970 at the Waldorf Astoria in New York City. By the time production ended in 1987, an estimated 500-600 examples had been produced. All used General Motors running gear, a perimeter-type chassis frame, power steering, power brakes, and front disc brakes. All early Blackhawks were coupes, with sedans being added later, and a convertible called the D'Italia and Bearcat. Prices ranged from 22,500 to $75,000 (USD).

The Design
Virgil Exner's designs for the Stutz were classically inspired, using orphaned brands such as Duesenberg, Packard, Mercer, Pierce-Arrow, and even Stutz as inspiration. Renderings produced by Exner for these 'Revival' designs were published by Esquire magazine in its December 1963 edition, with one of his drawings eventually entering production. Carrozzeria Ghia of Italy was commissioned to build the prototype at a cost in excess of $300,000 (USD). Unique design elements included freestanding headlamps, non-functional exhaust side pipes, a spare tire that protruded through the trunk lid, and a fuel filler cap positioned within the spare tire (on early models). Early examples were equipped with 17-inch Firestone LXX run-flat tires and rims.

The interior used fine wool or mink carpeting, Connolly leather seats and dash, 24-carat gold plated trim, and redwood, burled walnut, or bird's eye maple accouterments. The instrumentation was available in both Italian and English markings. Special features included bilevel automatic air conditioning, a clock in the steering wheel hub (on later models), automatic headlamp controls with twilight sensor, Lear Jet AM/FM eight-track quadraphonic sound system, a cigar lighter, a liquor cabinet in the back, an electric sunroof, cruise control, central locking, and a burglar alarm.

Mechancial Specification

The Stutz Blackhawk used the running gear of the Pontiac Grand Prix, with a length of over 19 feet long. Beneath the bonnet was a 455 cubic-inch (7.5 Liter) V8 engine paired with a GM TH400 three-speed automatic transmission. With 425 horsepower and 420 lb-ft of torque, zero-to-sixty mph was accomplished in 8.4 seconds and a top speed of 130 mph. Later Blackhawks were equipped with Pontiac's 403 and 350 CID V8 engines, while others used Chevrolet, Ford and Cadillac power. Disc brakes were at the front, drums in the rear, and the front suspension was independent via coil springs. In the back, the live axle was suspended via semi-elliptical leaf springs.

Following a redesign in 1980, the Blackhawk rested on the Pontiac Bonneville Chassis, and in 1985, it used the Oldsmobile Delta 88 platform (the same as the Buick LeSabre).

Construction
The hand-built bodies were formed by Carrozzeria Padane in Modena, Italy, and from 1972 at Carrozzeria Saturn in Cavallermaggiore, near Torino, Italy. Each body was given eighteen to twenty-two hand-rubbed lacquer paint coats that took six weeks to apply. The total production for each Blackhawk was a staggering 1,500 man-hours.

by Daniel Vaughan | Jul 2009